Interactive transport services provided by unmanned aerial vehicles

ABSTRACT

Embodiments relate to a client-facing application for interacting with a transport service that transports items via unmanned aerial vehicles (UAVs). An example graphic interface may allow a user to order items to specific delivery areas associated with their larger delivery location, and may dynamically provide status updates and other functionality during the process of fulfilling a UAV transport request.

BACKGROUND

Unless otherwise indicated herein, the materials described in thissection are not prior art to the claims in this application and are notadmitted to be prior art by inclusion in this section.

An unmanned vehicle, which may also be referred to as an autonomousvehicle, is a vehicle capable of travel without a physically-presenthuman operator. An unmanned vehicle may operate in a remote-controlmode, in an autonomous mode, or in a partially autonomous mode.

When an unmanned vehicle operates in a remote-control mode, a pilot ordriver that is at a remote location can control the unmanned vehicle viacommands that are sent to the unmanned vehicle via a wireless link. Whenthe unmanned vehicle operates in autonomous mode, the unmanned vehicletypically moves based on pre-programmed navigation waypoints, dynamicautomation systems, or a combination of these. Further, some unmannedvehicles can operate in both a remote-control mode and an autonomousmode, and in some instances may do so concurrently. For instance, aremote pilot or driver may wish to leave navigation to an autonomoussystem while manually performing another task, such as operating amechanical system for picking up objects, as an example.

Various types of unmanned vehicles exist for various differentenvironments. For instance, unmanned vehicles exist for operation in theair, on the ground, underwater, and in space. Examples includequad-copters and tail-sitter UAVs, among others. Unmanned vehicles alsoexist for hybrid operations in which multi-environment operation ispossible. Examples of hybrid unmanned vehicles include an amphibiouscraft that is capable of operation on land as well as on water or afloatplane that is capable of landing on water as well as on land. Otherexamples are also possible.

SUMMARY

Certain aspects of conventional delivery methods may lead to a poorconsumer experience. For instance, a restaurant employee delivering afood order by car may get stuck in traffic, delaying delivery of thefood. This delay may inconvenience a hungry consumer not only by causingthem to wait longer for their food, but also perhaps causing thetemperature of hot food or cold food to approach room temperature. Inanother example, a conventional delivery service may only be capable ofdelivering a package to a limited number of destinations (e.g., amailbox, post office box, or doorstep associated with a particularaddress). This may be problematic if a consumer wishes to have an itemdelivered to a location that does not have a conventional deliverydestination. A UAV delivery system may address these or other issues byavoiding delays associated with conventional delivery methods and byallowing a user to select from various custom delivery locations.Examples of such systems and methods are disclosed herein.

In one aspect, a method includes: receiving, by a client computingdevice, a transport request for transport of one or more items by a UAV;responsive to receiving the transport request, the client computingdevice (i) determining one or more UAV-accessible sub-areas within ageographic area associated with the client computing device and (ii)displaying, on a graphic display, a graphic map interface indicating theone or more UAV-accessible sub-areas; receiving, via the graphic mapinterface of the client computing device, a selection of one of the oneor more UAV-accessible sub-areas; and responsive to receiving theselection, the client computing device causing the UAV to transport theone or more items to the selected UAV-accessible sub-area.

In another aspect, a system includes a non-transitory computer-readablemedium; and program instructions stored on the non-transitorycomputer-readable medium and executable by at least one processor to:receive a transport request for transport of one or more items by a UAV;responsive to receiving the transport request, (i) determine one or moreUAV-accessible sub-areas within a geographic area associated with thesystem, and (ii) display, on a graphic display, a graphic map interfaceindicating the one or more UAV-accessible sub-areas; receive, via thegraphic map interface of the client computing device, a selection of oneof the one or more UAV-accessible sub-areas; and responsive to receivingthe selection, cause the UAV to transport the one or more items to theselected UAV-accessible sub-area.

In another aspect, a non-transitory computer readable medium has storedthereon instructions executable by a computing device to cause thecomputing device to perform functions including receiving a transportrequest for transport of one or more items by a UAV; responsive toreceiving the transport request, (i) determining one or moreUAV-accessible sub-areas within a geographic area associated with thecomputing device and (ii) displaying, on a graphic display, a graphicmap interface indicating the one or more UAV-accessible sub-areas;receiving, via the graphic map interface, a selection of one of the oneor more UAV-accessible sub-areas; and responsive to receiving theselection, causing the UAV to transport the one or more items to theselected UAV-accessible sub-area.

These as well as other aspects, advantages, and alternatives will becomeapparent to those of ordinary skill in the art by reading the followingdetailed description with reference where appropriate to theaccompanying drawings. Further, it should be understood that thedescription provided in this summary section and elsewhere in thisdocument is intended to illustrate the claimed subject matter by way ofexample and not by way of limitation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a simplified illustration of an unmanned aerial vehicle,according to an example embodiment.

FIG. 1B is a simplified illustration of an unmanned aerial vehicle,according to an example embodiment.

FIG. 1C is a simplified illustration of an unmanned aerial vehicle,according to an example embodiment.

FIG. 1D is a simplified illustration of an unmanned aerial vehicle,according to an example embodiment.

FIG. 1E is a simplified illustration of an unmanned aerial vehicle,according to an example embodiment.

FIG. 2 is a simplified block diagram illustrating components of anunmanned aerial vehicle, according to an example embodiment.

FIG. 3 is a simplified block diagram illustrating a UAV system,according to an example embodiment.

FIG. 4A is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 4B is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 5 is a flow chart of a method for placing a UAV transport request,according to an example embodiment.

FIG. 6A is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 6B is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 6C is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 6D is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 6E is an illustration of an interface for placing a UAV transportrequest, according to an example embodiment.

FIG. 7A is a flow chart illustrating a method for providing aclient-facing application for a UAV transport service, according to anexample embodiment.

FIG. 7B is a flow chart illustrating a method for providing aclient-facing application for a UAV transport service, according to anexample embodiment.

FIG. 8A is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8B is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8C is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8D is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8E is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8F is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8G is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 8H is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

FIG. 9 is an illustrative screen from a client-facing application for aUAV transport service, according to an example embodiment.

DETAILED DESCRIPTION

The following detailed description describes various features andfunctions of the disclosure with reference to the accompanying Figures.In the Figures, similar symbols typically identify similar components,unless context dictates otherwise. The illustrative apparatusesdescribed herein are not meant to be limiting. It will be readilyunderstood that certain aspects of the disclosure can be arranged andcombined in a wide variety of different configurations, all of which arecontemplated herein.

I. OVERVIEW

Example embodiments take the form of or relate to a graphical userinterface (GUI) for a UAV transport application, and/or to theservice-provider systems that interface with such a transport-serviceapplication and coordinate deliveries of items requested via such anapplication. In an example embodiment, the user-facing application mayprovide access to UAV food transport service via an application runningon a user's device; e.g., via an application running on a mobile phone,wearable device, tablet, or personal computer. However, the examplesdescribed herein may apply equally to UAV delivery of other types ofitems. Further, the UAV delivery service may employ UAVs that carryitems from a source location (e.g., a restaurant or store) to a targetlocation indicated by the user. The UAVs may be configured to loweritems to the ground at the delivery location via a tether attached tothe package containing the items.

II. ILLUSTRATIVE UNMANNED VEHICLES

Herein, the terms “unmanned aerial vehicle” and “UAV” refer to anyautonomous or semi-autonomous vehicle that is capable of performing somefunctions without a physically present human pilot.

A UAV can take various forms. For example, a UAV may take the form of afixed-wing aircraft, a glider aircraft, a tail-sitter aircraft, a jetaircraft, a ducted fan aircraft, a lighter-than-air dirigible such as ablimp or steerable balloon, a rotorcraft such as a helicopter ormulticopter, and/or an ornithopter, among other possibilities. Further,the terms “drone,” “unmanned aerial vehicle system” (UAVS), or “unmannedaerial system” (UAS) may also be used to refer to a UAV.

FIG. 1A is a simplified illustration providing a top-down view of a UAV,according to an example embodiment. In particular, FIG. 1A shows anexample of a fixed-wing UAV 100, which may also be referred to as anairplane, an aeroplane, a biplane, a glider, or a plane, among otherpossibilities. The fixed-wing UAV 100, as the name implies, hasstationary wings 102 that generate lift based on the wing shape and thevehicle's forward airspeed. For instance, the two wings 102 may have anairfoil-shaped cross section to produce an aerodynamic force on the UAV100.

As depicted, the fixed-wing UAV 100 may include a wing body 104 ratherthan a clearly defined fuselage. The wing body 104 may contain, forexample, control electronics such as an inertial measurement unit (IMU)and/or an electronic speed controller, batteries, other sensors, and/ora payload, among other possibilities. The illustrative UAV 100 may alsoinclude landing gear (not shown) to assist with controlled take-offs andlandings. In other embodiments, other types of UAVs without landing gearare also possible.

The UAV 100 further includes propulsion units 106, which can eachinclude a motor, shaft, and propeller, for propelling the UAV 100.Vertical stabilizers 108 (or fins) may also be attached to the wing body104 and/or the wings 102 to stabilize the UAV's yaw (turn left or right)during flight. In some embodiments, the UAV 100 may be also beconfigured to function as a glider. To do so, UAV 100 may power off itsmotor, propulsion units, etc., and glide for a period of time.

During flight, the UAV 100 may control the direction and/or speed of itsmovement by controlling its pitch, roll, yaw, and/or altitude. Forexample, the vertical stabilizers 108 may include one or more ruddersfor controlling the UAV's yaw, and the wings 102 may include one or moreelevators for controlling the UAV's pitch and/or one or more aileronsfor controlling the UAV's roll. As another example, increasing ordecreasing the speed of all the propellers simultaneously can result inthe UAV 100 increasing or decreasing its altitude, respectively.

Similarly, FIG. 1B shows another example of a fixed-wing UAV 120. Thefixed-wing UAV 120 includes a fuselage 122, two wings 124 with anairfoil-shaped cross section to provide lift for the UAV 120, a verticalstabilizer 126 (or fin) to stabilize the plane's yaw (turn left orright), a horizontal stabilizer 128 (also referred to as an elevator ortailplane) to stabilize pitch (tilt up or down), landing gear 130, and apropulsion unit 132, which can include a motor, shaft, and propeller.

FIG. 1C shows an example of a UAV 140 with a propeller in a pusherconfiguration. The term “pusher” refers to the fact that a propulsionunit 142 is mounted at the back of the UAV and “pushes” the vehicleforward, in contrast to the propulsion unit being mounted at the frontof the UAV. Similar to the description provided for FIGS. 1A and 1B,FIG. 1C depicts common structures used in a pusher plane, including afuselage 144, two wings 146, vertical stabilizers 148, and thepropulsion unit 142, which can include a motor, shaft, and propeller.

FIG. 1D shows an example of a tail-sitter UAV 160. In the illustratedexample, the tail-sitter UAV 160 has fixed wings 162 to provide lift andallow the UAV 160 to glide horizontally (e.g., along the x-axis, in aposition that is approximately perpendicular to the position shown inFIG. 1D). However, the fixed wings 162 also allow the tail-sitter UAV160 to take off and land vertically on its own.

For example, at a launch site, the tail-sitter UAV 160 may be positionedvertically (as shown) with its fins 164 and/or wings 162 resting on theground and stabilizing the UAV 160 in the vertical position. Thetail-sitter UAV 160 may then take off by operating its propellers 166 togenerate an upward thrust (e.g., a thrust that is generally along they-axis). Once at a suitable altitude, the tail-sitter UAV 160 may useits flaps 168 to reorient itself in a horizontal position, such that itsfuselage 170 is closer to being aligned with the x-axis than the y-axis.Positioned horizontally, the propellers 166 may provide forward thrustso that the tail-sitter UAV 160 can fly in a similar manner as a typicalairplane.

Many variations on the illustrated fixed-wing UAVs are possible. Forinstance, fixed-wing UAVs may include more or fewer propellers, and/ormay utilize a ducted fan or multiple ducted fans for propulsion.Further, UAVs with more wings (e.g., an “x-wing” configuration with fourwings), with fewer wings, or even with no wings, are also possible.

As noted above, some embodiments may involve other types of UAVs, inaddition to or in the alternative to fixed-wing UAVs. For instance, FIG.1E shows an example of a rotorcraft that is commonly referred to as amulticopter 180. The multicopter 180 may also be referred to as aquadcopter, as it includes four rotors 182. It should be understood thatexample embodiments may involve a rotorcraft with more or fewer rotorsthan the multicopter 180. For example, a helicopter typically has tworotors. Other examples with three or more rotors are possible as well.Herein, the term “multicopter” refers to any rotorcraft having more thantwo rotors, and the term “helicopter” refers to rotorcraft having tworotors.

Referring to the multicopter 180 in greater detail, the four rotors 182provide propulsion and maneuverability for the multicopter 180. Morespecifically, each rotor 182 includes blades that are attached to amotor 184. Configured as such, the rotors 182 may allow the multicopter180 to take off and land vertically, to maneuver in any direction,and/or to hover. Further, the pitch of the blades may be adjusted as agroup and/or differentially, and may allow the multicopter 180 tocontrol its pitch, roll, yaw, and/or altitude.

It should be understood that references herein to an “unmanned” aerialvehicle or UAV can apply equally to autonomous and semi-autonomousaerial vehicles. In an autonomous implementation, all functionality ofthe aerial vehicle is automated; e.g., pre-programmed or controlled viareal-time computer functionality that responds to input from varioussensors and/or pre-determined information. In a semi-autonomousimplementation, some functions of an aerial vehicle may be controlled bya human operator, while other functions are carried out autonomously.Further, in some embodiments, a UAV may be configured to allow a remoteoperator to take over functions that can otherwise be controlledautonomously by the UAV. Yet further, a given type of function may becontrolled remotely at one level of abstraction and performedautonomously at another level of abstraction. For example, a remoteoperator could control high level navigation decisions for a UAV, suchas by specifying that the UAV should travel from one location to another(e.g., from a warehouse in a suburban area to a delivery address in anearby city), while the UAV's navigation system autonomously controlsmore fine-grained navigation decisions, such as the specific route totake between the two locations, specific flight controls to achieve theroute and avoid obstacles while navigating the route, and so on.

More generally, it should be understood that the example UAVs describedherein are not intended to be limiting. Example embodiments may relateto, be implemented within, or take the form of any type of unmannedaerial vehicle.

III. ILLUSTRATIVE UAV COMPONENTS

FIG. 2 is a simplified block diagram illustrating components of a UAV200, according to an example embodiment. UAV 200 may take the form of,or be similar in form to, one of the UAVs 100, 120, 140, 160, and 180described in reference to FIGS. 1A-1E. However, UAV 200 may also takeother forms.

UAV 200 may include various types of sensors, and may include acomputing system configured to provide the functionality describedherein. In the illustrated embodiment, the sensors of UAV 200 include aninertial measurement unit (IMU) 202, ultrasonic sensor(s) 204, and a GPS206, among other possible sensors and sensing systems.

In the illustrated embodiment, UAV 200 also includes one or moreprocessors 208. A processor 208 may be a general-purpose processor or aspecial purpose processor (e.g., digital signal processors, applicationspecific integrated circuits, etc.). The one or more processors 208 canbe configured to execute computer-readable program instructions 212 thatare stored in the data storage 210 and are executable to provide thefunctionality of a UAV described herein.

The data storage 210 may include or take the form of one or morecomputer-readable storage media that can be read or accessed by at leastone processor 208. The one or more computer-readable storage media caninclude volatile and/or non-volatile storage components, such asoptical, magnetic, organic or other memory or disc storage, which can beintegrated in whole or in part with at least one of the one or moreprocessors 208. In some embodiments, the data storage 210 can beimplemented using a single physical device (e.g., one optical, magnetic,organic or other memory or disc storage unit), while in otherembodiments, the data storage 210 can be implemented using two or morephysical devices.

As noted, the data storage 210 can include computer-readable programinstructions 212 and perhaps additional data, such as diagnostic data ofthe UAV 200. As such, the data storage 210 may include programinstructions 212 to perform or facilitate some or all of the UAVfunctionality described herein. For instance, in the illustratedembodiment, program instructions 212 include a navigation module 214.

A. Sensors

In an illustrative embodiment, IMU 202 may include both an accelerometerand a gyroscope, which may be used together to determine an orientationof the UAV 200. In particular, the accelerometer can measure theorientation of the vehicle with respect to earth, while the gyroscopemeasures the rate of rotation around an axis. IMUs are commerciallyavailable in low-cost, low-power packages. For instance, an IMU 202 maytake the form of or include a miniaturized MicroElectroMechanical System(MEMS) or a NanoElectroMechanical System (NEMS). Other types of IMUs mayalso be utilized.

An IMU 202 may include other sensors, in addition to accelerometers andgyroscopes, which may help to better determine position and/or help toincrease autonomy of the UAV 200. Two examples of such sensors aremagnetometers and pressure sensors. In some embodiments, a UAV mayinclude a low-power, digital 3-axis magnetometer, which can be used torealize an orientation independent electronic compass for accurateheading information. However, other types of magnetometers may beutilized as well. Other examples are also possible. Further, note that aUAV could include some or all of the above-described inertia sensors asseparate components from an IMU.

UAV 200 may also include a pressure sensor or barometer, which can beused to determine the altitude of the UAV 200. Alternatively, othersensors, such as sonic altimeters or radar altimeters, can be used toprovide an indication of altitude, which may help to improve theaccuracy of and/or prevent drift of an IMU.

In a further aspect, UAV 200 may include one or more sensors that allowthe UAV to sense objects in the environment. For instance, in theillustrated embodiment, UAV 200 includes ultrasonic sensor(s) 204.Ultrasonic sensor(s) 204 can determine the distance to an object bygenerating sound waves and determining the time interval betweentransmission of the wave and receiving the corresponding echo off anobject. A typical application of an ultrasonic sensor for unmannedvehicles or IMUs is low-level altitude control and obstacle avoidance.An ultrasonic sensor can also be used for vehicles that need to hover ata certain height or need to be capable of detecting obstacles. Othersystems can be used to determine, sense the presence of, and/ordetermine the distance to nearby objects, such as a light detection andranging (LIDAR) system, laser detection and ranging (LADAR) system,and/or an infrared or forward-looking infrared (FLIR) system, amongother possibilities.

In some embodiments, UAV 200 may also include one or more imagingsystem(s). For example, one or more still and/or video cameras may beutilized by UAV 200 to capture image data from the UAV's environment. Asa specific example, charge-coupled device (CCD) cameras or complementarymetal-oxide-semiconductor (CMOS) cameras can be used with unmannedvehicles. Such imaging sensor(s) have numerous possible applications,such as obstacle avoidance, localization techniques, ground tracking formore accurate navigation (e.g., by applying optical flow techniques toimages), video feedback, and/or image recognition and processing, amongother possibilities.

UAV 200 may also include a GPS receiver 206. The GPS receiver 206 may beconfigured to provide data that is typical of well-known GPS systems,such as the GPS coordinates of the UAV 200. Such GPS data may beutilized by the UAV 200 for various functions. As such, the UAV may useits GPS receiver 206 to help navigate to the caller's location, asindicated, at least in part, by the GPS coordinates provided by theirmobile device. Other examples are also possible.

B. Navigation and Location Determination

The navigation module 214 may provide functionality that allows the UAV200 to, e.g., move about its environment and reach a desired location.To do so, the navigation module 214 may control the altitude and/ordirection of flight by controlling the mechanical features of the UAVthat affect flight (e.g., its rudder(s), elevator(s), aileron(s), and/orthe speed of its propeller(s)).

In order to navigate the UAV 200 to a target location, the navigationmodule 214 may implement various navigation techniques, such asmap-based navigation and localization-based navigation, for instance.With map-based navigation, the UAV 200 may be provided with a map of itsenvironment, which may then be used to navigate to a particular locationon the map. With localization-based navigation, the UAV 200 may becapable of navigating in an unknown environment using localization.Localization-based navigation may involve the UAV 200 building its ownmap of its environment and calculating its position within the mapand/or the position of objects in the environment. For example, as a UAV200 moves throughout its environment, the UAV 200 may continuously uselocalization to update its map of the environment. This continuousmapping process may be referred to as simultaneous localization andmapping (SLAM). Other navigation techniques may also be utilized.

In some embodiments, the navigation module 214 may navigate using atechnique that relies on waypoints. In particular, waypoints are sets ofcoordinates that identify points in physical space. For instance, anair-navigation waypoint may be defined by a certain latitude, longitude,and altitude. Accordingly, navigation module 214 may cause UAV 200 tomove from waypoint to waypoint, in order to ultimately travel to a finaldestination (e.g., a final waypoint in a sequence of waypoints).

In a further aspect, the navigation module 214 and/or other componentsand systems of the UAV 200 may be configured for “localization” to moreprecisely navigate to the scene of a target location. More specifically,it may be desirable in certain situations for a UAV to be within athreshold distance of the target location where a payload 220 is beingdelivered by a UAV (e.g., within a few feet of the target destination).To this end, a UAV may use a two-tiered approach in which it uses amore-general location-determination technique to navigate to a generalarea that is associated with the target location, and then use amore-refined location-determination technique to identify and/ornavigate to the target location within the general area.

For example, the UAV 200 may navigate to the general area of a targetdestination where a payload 220 is being delivered using waypointsand/or map-based navigation. The UAV may then switch to a mode in whichit utilizes a localization process to locate and travel to a morespecific location. For instance, if the UAV 200 is to deliver a payloadto a user's home, the UAV 200 may need to be substantially close to thetarget location in order to avoid delivery of the payload to undesiredareas (e.g., onto a roof, into a pool, onto a neighbor's property,etc.). However, a GPS signal may only get the UAV 200 so far (e.g.,within a block of the user's home). A more preciselocation-determination technique may then be used to find the specifictarget location.

Various types of location-determination techniques may be used toaccomplish localization of the target delivery location once the UAV 200has navigated to the general area of the target delivery location. Forinstance, the UAV 200 may be equipped with one or more sensory systems,such as, for example, ultrasonic sensors 204, infrared sensors (notshown), and/or other sensors, which may provide input that thenavigation module 214 utilizes to navigate autonomously orsemi-autonomously to the specific target location.

As another example, once the UAV 200 reaches the general area of thetarget delivery location (or of a moving subject such as a person ortheir mobile device), the UAV 200 may switch to a “fly-by-wire” modewhere it is controlled, at least in part, by a remote operator, who cannavigate the UAV 200 to the specific target location. To this end,sensory data from the UAV 200 may be sent to the remote operator toassist them in navigating the UAV 200 to the specific location.

As yet another example, the UAV 200 may include a module that is able tosignal to a passer-by for assistance in either reaching the specifictarget delivery location; for example, the UAV 200 may display a visualmessage requesting such assistance in a graphic display, play an audiomessage or tone through speakers to indicate the need for suchassistance, among other possibilities. Such a visual or audio messagemight indicate that assistance is needed in delivering the UAV 200 to aparticular person or a particular location, and might provideinformation to assist the passer-by in delivering the UAV 200 to theperson or location (e.g., a description or picture of the person orlocation, and/or the person or location's name), among otherpossibilities. Such a feature can be useful in a scenario in which theUAV is unable to use sensory functions or another location-determinationtechnique to reach the specific target location. However, this featureis not limited to such scenarios.

In some embodiments, once the UAV 200 arrives at the general area of atarget delivery location, the UAV 200 may utilize a beacon from a user'sremote device (e.g., the user's mobile phone) to locate the person. Sucha beacon may take various forms. As an example, consider the scenariowhere a remote device, such as the mobile phone of a person whorequested a UAV delivery, is able to send out directional signals (e.g.,via an RF signal, a light signal and/or an audio signal). In thisscenario, the UAV 200 may be configured to navigate by “sourcing” suchdirectional signals—in other words, by determining where the signal isstrongest and navigating accordingly. As another example, a mobiledevice can emit a frequency, either in the human range or outside thehuman range, and the UAV 200 can listen for that frequency and navigateaccordingly. As a related example, if the UAV 200 is listening forspoken commands, then the UAV 200 could utilize spoken statements, suchas “I'm over here!” to source the specific location of the personrequesting delivery of a payload.

In an alternative arrangement, a navigation module may be implemented ata remote computing device, which communicates wirelessly with the UAV200. The remote computing device may receive data indicating theoperational state of the UAV 200, sensor data from the UAV 200 thatallows it to assess the environmental conditions being experienced bythe UAV 200, and/or location information for the UAV 200. Provided withsuch information, the remote computing device may determine altitudinaland/or directional adjustments that should be made by the UAV 200 and/ormay determine how the UAV 200 should adjust its mechanical features(e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of itspropeller(s)) in order to effectuate such movements. The remotecomputing system may then communicate such adjustments to the UAV 200 soit can move in the determined manner.

C. Communication Systems

In a further aspect, the UAV 200 includes one or more communicationsystems 216. The communications systems 216 may include one or morewireless interfaces and/or one or more wireline interfaces, which allowthe UAV 200 to communicate via one or more networks. Such wirelessinterfaces may provide for communication under one or more wirelesscommunication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16standard), a radio-frequency ID (RFID) protocol, near-fieldcommunication (NFC), and/or other wireless communication protocols. Suchwireline interfaces may include an Ethernet interface, a UniversalSerial Bus (USB) interface, or similar interface to communicate via awire, a twisted pair of wires, a coaxial cable, an optical link, afiber-optic link, or other physical connection to a wireline network.

In some embodiments, a UAV 200 may include communication systems 216that allow for both short-range communication and long-rangecommunication. For example, the UAV 200 may be configured forshort-range communications using Bluetooth and for long-rangecommunications under a CDMA protocol. In such an embodiment, the UAV 200may be configured to function as a “hot spot;” or in other words, as agateway or proxy between a remote support device and one or more datanetworks, such as a cellular network and/or the Internet. Configured assuch, the UAV 200 may facilitate data communications that the remotesupport device would otherwise be unable to perform by itself.

For example, the UAV 200 may provide a WiFi connection to a remotedevice, and serve as a proxy or gateway to a cellular service provider'sdata network, which the UAV might connect to under an LTE or a 3Gprotocol, for instance. The UAV 200 could also serve as a proxy orgateway to a high-altitude balloon network, a satellite network, or acombination of these networks, among others, which a remote device mightnot be able to otherwise access.

D. Power Systems

In a further aspect, the UAV 200 may include power system(s) 218. Thepower system 218 may include one or more batteries for providing powerto the UAV 200. In one example, the one or more batteries may berechargeable and each battery may be recharged via a wired connectionbetween the battery and a power supply and/or via a wireless chargingsystem, such as an inductive charging system that applies an externaltime-varying magnetic field to an internal battery.

E. Payloads

The UAV 200 may employ various systems and configurations in order totransport a payload 220. In some implementations, the payload 220 of agiven UAV 200 may include or take the form of a “package” designed totransport various goods to a target delivery location. For example, theUAV 200 can include a compartment, in which an item or items may betransported. Such a package may one or more food items, purchased goods,medical items, or any other object(s) having a size and weight suitableto be transported between two locations by the UAV. In otherembodiments, a payload 220 may simply be the one or more items that arebeing delivered (e.g., without any package housing the items).

In some embodiments, the payload 220 may be attached to the UAV andlocated substantially outside of the UAV during some or all of a flightby the UAV. For example, the package may be tethered or otherwisereleasably attached below the UAV during flight to a target location. Inan embodiment where a package carries goods below the UAV, the packagemay include various features that protect its contents from theenvironment, reduce aerodynamic drag on the system, and prevent thecontents of the package from shifting during UAV flight.

For instance, when the payload 220 takes the form of a package fortransporting items, the package may include an outer shell constructedof water-resistant cardboard, plastic, or any other lightweight andwater-resistant material. Further, in order to reduce drag, the packagemay feature smooth surfaces with a pointed front that reduces thefrontal cross-sectional area. Further, the sides of the package maytaper from a wide bottom to a narrow top, which allows the package toserve as a narrow pylon that reduces interference effects on the wing(s)of the UAV. This may move some of the frontal area and volume of thepackage away from the wing(s) of the UAV, thereby preventing thereduction of lift on the wing(s) cause by the package. Yet further, insome embodiments, the outer shell of the package may be constructed froma single sheet of material in order to reduce air gaps or extramaterial, both of which may increase drag on the system. Additionally oralternatively, the package may include a stabilizer to dampen packageflutter. This reduction in flutter may allow the package to have a lessrigid connection to the UAV and may cause the contents of the package toshift less during flight.

In order to deliver the payload, the UAV may include a retractabledelivery system that lowers the payload to the ground while the UAVhovers above. For instance, the UAV may include a tether that is coupledto the payload by a release mechanism. A winch can unwind and wind thetether to lower and raise the release mechanism. The release mechanismcan be configured to secure the payload while being lowered from the UAVby the tether and release the payload upon reaching ground level. Therelease mechanism can then be retracted to the UAV by reeling in thetether using the winch.

In some implementations, the payload 220 may be passively released onceit is lowered to the ground. For example, a passive release mechanismmay include one or more swing arms adapted to retract into and extendfrom a housing. An extended swing arm may form a hook on which thepayload 220 may be attached. Upon lowering the release mechanism and thepayload 220 to the ground via a tether, a gravitational force as well asa downward inertial force on the release mechanism may cause the payload220 to detach from the hook allowing the release mechanism to be raisedupwards toward the UAV. The release mechanism may further include aspring mechanism that biases the swing arm to retract into the housingwhen there are no other external forces on the swing arm. For instance,a spring may exert a force on the swing arm that pushes or pulls theswing arm toward the housing such that the swing arm retracts into thehousing once the weight of the payload 220 no longer forces the swingarm to extend from the housing. Retracting the swing arm into thehousing may reduce the likelihood of the release mechanism snagging thepayload 220 or other nearby objects when raising the release mechanismtoward the UAV upon delivery of the payload 220.

Active payload release mechanisms are also possible. For example,sensors such as a barometric pressure based altimeter and/oraccelerometers may help to detect the position of the release mechanism(and the payload) relative to the ground. Data from the sensors can becommunicated back to the UAV and/or a control system over a wirelesslink and used to help in determining when the release mechanism hasreached ground level (e.g., by detecting a measurement with theaccelerometer that is characteristic of ground impact). In otherexamples, the UAV may determine that the payload has reached the groundbased on a weight sensor detecting a threshold low downward force on thetether and/or based on a threshold low measurement of power drawn by thewinch when lowering the payload.

Other systems and techniques for delivering a payload, in addition or inthe alternative to a tethered delivery system are also possible. Forexample, a UAV 200 could include an air-bag drop system or a parachutedrop system. Alternatively, a UAV 200 carrying a payload could simplyland on the ground at a delivery location. Other examples are alsopossible.

IV. ILLUSTRATIVE UAV DEPLOYMENT SYSTEMS

UAV systems may be implemented in order to provide various UAV-relatedservices. In particular, UAVs may be provided at a number of differentlaunch sites that may be in communication with regional and/or centralcontrol systems. Such a distributed UAV system may allow UAVs to bequickly deployed to provide services across a large geographic area(e.g., that is much larger than the flight range of any single UAV). Forexample, UAVs capable of carrying payloads may be distributed at anumber of launch sites across a large geographic area (possibly eventhroughout an entire country, or even worldwide), in order to provideon-demand transport of various items to locations throughout thegeographic area. FIG. 3 is a simplified block diagram illustrating adistributed UAV system 300, according to an example embodiment.

In the illustrative UAV system 300, an access system 302 may allow forinteraction with, control of, and/or utilization of a network of UAVs304. In some embodiments, an access system 302 may be a computing systemthat allows for human-controlled dispatch of UAVs 304. As such, thecontrol system may include or otherwise provide a user interface throughwhich a user can access and/or control the UAVs 304.

In some embodiments, dispatch of the UAVs 304 may additionally oralternatively be accomplished via one or more automated processes. Forinstance, the access system 302 may dispatch one of the UAVs 304 totransport a payload to a target location, and the UAV may autonomouslynavigate to the target location by utilizing various on-board sensors,such as a GPS receiver and/or other various navigational sensors.

Further, the access system 302 may provide for remote operation of aUAV. For instance, the access system 302 may allow an operator tocontrol the flight of a UAV via its user interface. As a specificexample, an operator may use the access system 302 to dispatch a UAV 304to a target location. The UAV 304 may then autonomously navigate to thegeneral area of the target location. At this point, the operator may usethe access system 302 to take control of the UAV 304 and navigate theUAV to the target location (e.g., to a particular person to whom apayload is being transported). Other examples of remote operation of aUAV are also possible.

In an illustrative embodiment, the UAVs 304 may take various forms. Forexample, each of the UAVs 304 may be a UAV such as those illustrated inFIG. 1, 2, 3, or 4. However, UAV system 300 may also utilize other typesof UAVs without departing from the scope of the invention. In someimplementations, all of the UAVs 304 may be of the same or a similarconfiguration. However, in other implementations, the UAVs 304 mayinclude a number of different types of UAVs. For instance, the UAVs 304may include a number of types of UAVs, with each type of UAV beingconfigured for a different type or types of payload deliverycapabilities.

The UAV system 300 may further include a remote device 306, which maytake various forms. Generally, the remote device 306 may be any devicethrough which a direct or indirect request to dispatch a UAV can bemade. (Note that an indirect request may involve any communication thatmay be responded to by dispatching a UAV, such as requesting a packagedelivery). In an example embodiment, the remote device 306 may be amobile phone, tablet computer, laptop computer, personal computer, orany network-connected computing device. Further, in some instances, theremote device 306 may not be a computing device. As an example, astandard telephone, which allows for communication via plain oldtelephone service (POTS), may serve as the remote device 306. Othertypes of remote devices are also possible.

Further, the remote device 306 may be configured to communicate withaccess system 302 via one or more types of communication network(s) 308.For example, the remote device 306 may communicate with the accesssystem 302 (or a human operator of the access system 302) bycommunicating over a POTS network, a cellular network, and/or a datanetwork such as the Internet. Other types of networks may also beutilized.

In some embodiments, the remote device 306 may be configured to allow auser to request delivery of one or more items to a desired location. Forexample, a user could request UAV delivery of a package to their homevia their mobile phone, tablet, or laptop. As another example, a usercould request dynamic delivery to wherever they are located at the timeof delivery. To provide such dynamic delivery, the UAV system 300 mayreceive location information (e.g., GPS coordinates, etc.) from theuser's mobile phone, or any other device on the user's person, such thata UAV can navigate to the user's location (as indicated by their mobilephone).

In an illustrative arrangement, the central dispatch system 310 may be aserver or group of servers, which is configured to receive dispatchmessages requests and/or dispatch instructions from the access system302. Such dispatch messages may request or instruct the central dispatchsystem 310 to coordinate the deployment of UAVs to various targetlocations. The central dispatch system 310 may be further configured toroute such requests or instructions to one or more local dispatchsystems 312. To provide such functionality, the central dispatch system310 may communicate with the access system 302 via a data network, suchas the Internet or a private network that is established forcommunications between access systems and automated dispatch systems.

In the illustrated configuration, the central dispatch system 310 may beconfigured to coordinate the dispatch of UAVs 304 from a number ofdifferent local dispatch systems 312. As such, the central dispatchsystem 310 may keep track of which UAVs 304 are located at which localdispatch systems 312, which UAVs 304 are currently available fordeployment, and/or which services or operations each of the UAVs 304 isconfigured for (in the event that a UAV fleet includes multiple types ofUAVs configured for different services and/or operations). Additionallyor alternatively, each local dispatch system 312 may be configured totrack which of its associated UAVs 304 are currently available fordeployment and/or are currently in the midst of item transport.

In some cases, when the central dispatch system 310 receives a requestfor UAV-related service (e.g., transport of an item) from the accesssystem 302, the central dispatch system 310 may select a specific UAV304 to dispatch. The central dispatch system 310 may accordinglyinstruct the local dispatch system 312 that is associated with theselected UAV to dispatch the selected UAV. The local dispatch system 312may then operate its associated deployment system 314 to launch theselected UAV. In other cases, the central dispatch system 310 mayforward a request for a UAV-related service to a local dispatch system312 that is near the location where the support is requested and leavethe selection of a particular UAV 304 to the local dispatch system 312.

In an example configuration, the local dispatch system 312 may beimplemented as a computing system at the same location as the deploymentsystem(s) 314 that it controls. For example, the local dispatch system312 may be implemented by a computing system installed at a building,such as a warehouse, where the deployment system(s) 314 and UAV(s) 304that are associated with the particular local dispatch system 312 arealso located. In other embodiments, the local dispatch system 312 may beimplemented at a location that is remote to its associated deploymentsystem(s) 314 and UAV(s) 304.

Numerous variations on and alternatives to the illustrated configurationof the UAV system 300 are possible. For example, in some embodiments, auser of the remote device 306 could request delivery of a packagedirectly from the central dispatch system 310. To do so, an applicationmay be implemented on the remote device 306 that allows the user toprovide information regarding a requested delivery, and generate andsend a data message to request that the UAV system 300 provide thedelivery. In such an embodiment, the central dispatch system 310 mayinclude automated functionality to handle requests that are generated bysuch an application, evaluate such requests, and, if appropriate,coordinate with an appropriate local dispatch system 312 to deploy aUAV.

Further, some or all of the functionality that is attributed herein tothe central dispatch system 310, the local dispatch system(s) 312, theaccess system 302, and/or the deployment system(s) 314 may be combinedin a single system, implemented in a more complex system, and/orredistributed among the central dispatch system 310, the local dispatchsystem(s) 312, the access system 302, and/or the deployment system(s)314 in various ways.

Yet further, while each local dispatch system 312 is shown as having twoassociated deployment systems 314, a given local dispatch system 312 mayalternatively have more or fewer associated deployment systems 314.Similarly, while the central dispatch system 310 is shown as being incommunication with two local dispatch systems 312, the central dispatchsystem 310 may alternatively be in communication with more or fewerlocal dispatch systems 312.

In a further aspect, the deployment systems 314 may take various forms.In general, the deployment systems 314 may take the form of or includesystems for physically launching one or more of the UAVs 304. Suchlaunch systems may include features that provide for an automated UAVlaunch and/or features that allow for a human-assisted UAV launch.Further, the deployment systems 314 may each be configured to launch oneparticular UAV 304, or to launch multiple UAVs 304.

The deployment systems 314 may further be configured to provideadditional functions, including for example, diagnostic-relatedfunctions such as verifying system functionality of the UAV, verifyingfunctionality of devices that are housed within a UAV (e.g., a payloaddelivery apparatus), and/or maintaining devices or other items that arehoused in the UAV (e.g., by monitoring a status of a payload such as itstemperature, weight, etc.).

In some embodiments, the deployment systems 314 and their correspondingUAVs 304 (and possibly associated local dispatch systems 312) may bestrategically distributed throughout an area such as a city. Forexample, the deployment systems 314 may be strategically distributedsuch that each deployment system 314 is proximate to one or more payloadpickup locations (e.g., near a restaurant, store, or warehouse).However, the deployment systems 314 (and possibly the local dispatchsystems 312) may be distributed in other ways, depending upon theparticular implementation. As an additional example, kiosks that allowusers to transport packages via UAVs may be installed in variouslocations. Such kiosks may include UAV launch systems, and may allow auser to provide their package for loading onto a UAV and pay for UAVshipping services, among other possibilities. Other examples are alsopossible.

In a further aspect, the UAV system 300 may include or have access to auser-account database 316. The user-account database 316 may includedata for a number of user accounts, and which are each associated withone or more person. For a given user account, the user-account database316 may include data related to or useful in providing UAV-relatedservices. Typically, the user data associated with each user account isoptionally provided by an associated user and/or is collected with theassociated user's permission.

Further, in some embodiments, a person may be required to register for auser account with the UAV system 300, if they wish to be provided withUAV-related services by the UAVs 304 from UAV system 300. As such, theuser-account database 316 may include authorization information for agiven user account (e.g., a user name and password), and/or otherinformation that may be used to authorize access to a user account.

In some embodiments, a person may associate one or more of their deviceswith their user account, such that they can access the services of UAVsystem 300. For example, when a person uses an associated mobile phoneto, e.g., place a call to an operator of the access system 302 or send amessage requesting a UAV-related service to a dispatch system, the phonemay be identified via a unique device identification number, and thecall or message may then be attributed to the associated user account.Other examples are also possible.

V. BROWSING AVAILABLE ITEMS

As discussed above, a user may submit a transport request via a remotedevice (e.g., a smart phone, laptop, personal computer, or any otherclient computing device), and a UAV system may responsively deliver oneor more items to a target location based on the transport request. Inorder to facilitate placing the transport request, a client computingdevice may provide an application having various interfaces for browsingand selecting items available for UAV delivery. FIGS. 4A-4C illustrateexamples of such interfaces, and while the illustrated examples arerelated to UAV delivery of food items, other examples may relate to UAVdelivery of various other items or goods.

FIG. 4A illustrates an example interface 400 for browsing and selectinga vendor (e.g., a restaurant, store, etc.). As shown, interface 400includes a list of available restaurants 402 that provide one or morefood items available for UAV delivery. The list of available restaurants402 may be based on a desired delivery time and location. For instance,interface 400 shows a list of restaurants 402 with one or more fooditems available to be delivered around 4:30 PM to the user's currentlocation, which may be determined, for instance, based on a GPS receiverof the client computing device. A restaurant may be included or excludedfrom the list 402 based on its proximity to the target deliverylocation, an expected preparation time of a food item, an expectedtransit time from the restaurant to the target delivery location, and/oran availability of UAVs to the restaurant. Other factors may be also beconsidered.

For each restaurant included in the list, interface 400 may display arestaurant name (e.g., “Sandwich Shop,” “Mexican Grill,” “Pizza Place”),an expected delivery time, and a status of the availability of UAVs todeliver one or more food items from the restaurant (e.g., displaying“airways open” for a restaurant that is associated with one or more UAVsavailable to deliver). Other information associated with each restaurantmay be displayed as well, including but not limited to a closing timefor each restaurant (e.g., displaying “last flight departs at 9 pm” fora restaurant that closes at 9 pm).

Through interface 400, the user may select one of the availablerestaurants, and the client computing device may provide anotherinterface for selecting one or more food items from the selectedrestaurant, as shown by example interface 410 in FIG. 4B. For instance,in response to selecting “Sandwich Shop” through interface 400,interface 410 may display a menu that includes a list of food itemsprovided by the Sandwich Shop. In some examples, the displayed menu maybe limited to only include items that are available for UAV delivery.Such available items may be determined based on a weight, a size, atemperature, a container, or a fluidity of a particular food item. Othercharacteristics of a food item may be relevant as well.

Further, while the user is selecting one or more items for UAV deliverythrough interface 410, the client computing device may consider anoverall size and/or weight of the selected items. For instance, thedevice may determine that the selected items exceed a predetermined sizeor weight threshold (e.g., a size or weight too large to be delivered bya UAV), and the device may indicate this to the user (e.g., throughinterface 410). The user may then de-select one or more items until thedevice determines that the size and/or weight thresholds are notexceeded. In some examples, interface 410 may indicate a weightassociated with each food item as well as the maximum threshold weightin order to help the user determine which food items to select or notselect.

Alternatively or additionally, in response to detecting that the userhas selected various items having a total weight that exceeds a weightlimit of a single UAV, interface 410 may indicate that delivery willrequire multiple UAVs. This may result in greater fees and/or increaseddelivery times, so interface 410 may provide the user with an option toapprove the multi-UAV delivery or modify the order to reduce the totalorder weight below the weight limit of a single UAV. If the userapproves the multi-UAV delivery, then the selected items may be dividedamongst a number of UAVs and delivered in multiple flights.

VI. TRANSPORT REQUEST PROCESS AND INTERFACE

FIG. 5 is a flow chart of an example method 500 that could be used toplace a UAV transport request. The example method 500 may include one ormore operations, functions, or actions, as depicted by one or more ofblocks 502, 504, 506, and/or 508, each of which may be carried out byany of the devices or systems disclosed herein; however, otherconfigurations could also be used.

Further, those skilled in the art will understand that the flow chartdescribed herein illustrates functionality and operation of certainimplementations of example embodiments. In this regard, each block ofthe flow chart may represent a module, a segment, or a portion ofprogram code, which includes one or more instructions executable by aprocessor for implementing specific logical functions or steps in theprocess. The program code may be stored on any type of computer readablemedium, for example, such as a storage device including a disk or harddrive. In addition, each block may represent circuitry that is wired toperform the specific logical functions in the process. Alternativeimplementations are included within the scope of the example embodimentsof the present application in which functions may be executed out oforder from that shown or discussed, including substantially concurrentlyor in reverse order, depending on the functionality involved, as wouldbe understood by those reasonably skilled in the art.

Method 500 begins at block 502, which includes receiving, by a clientcomputing device, a transport request for transport of one or more itemsby an unmanned aerial vehicle. The client computing device may takevarious forms, such as a smartphone, a tablet, or a personal computer,and the transport request may include a purchase order of one or moreitems via an online marketplace. For example, the transport request mayinclude a purchase order of one or more food items from a restaurant asdescribed above by way of FIGS. 4A and 4B.

Method 500 continues at block 504, which includes responsive toreceiving the transport request, the client computing device (i)determining one or more UAV-accessible sub-areas within a geographicarea associated with the client computing device, and (ii) displaying ona graphic display, a graphic map interface indicating the one or moreUAV-accessible sub-areas, as well as at block 506, which includesreceiving, via the graphic map interface of the client computing device,a selection of one of the UAV-accessible sub-areas.

Identifying one or more UAV-accessible sub-areas may first involveidentifying the geographic area associated with the client computingdevice. In some examples, the geographic area associated with the clientcomputing device may include an area surrounding the client computingdevice. In other examples, the geographic area associated with theclient computing device may be determined based on user input specifyinga target delivery location through an interface of the client computingdevice.

For example, FIG. 6A shows an example interface 600 of an applicationfor selecting a target UAV delivery location. Interface 600 includes agraphic map interface 602. The map interface 602 may include an overheadview of a geographic area. For instance, the geographic area may be anarea surrounding a location of the client computing device, which may beindicated by an icon 604 displayed on the map interface 602.

In order to select the target delivery location via interface 600, theuser may interact with the map interface 602. For instance, the mapinterface 602 may be displayed on a touchscreen of the client computingdevice such that the user may select a desired target delivery locationby touching a corresponding location on the map interface 602. In otherexamples, the user may click on the map interface 602 using a mouse orstylus, or the user may enter an address of the desired target deliverylocation into an address field 606 of interface 600.

The client computing device may determine whether there are anyUAV-accessible delivery locations at or near the desired target deliverylocation, for instance, by referencing a database of UAV-accessibledelivery locations. A particular location may be deemed UAV-accessibleif it is determined that a UAV can deliver a payload to that location.For example, a location may be UAV-accessible if it is tether-accessible(i.e., if a UAV can deliver a payload to the location by lowering thepayload from the UAV to the ground via a tether). Alternatively, alocation may be UAV-accessible if a UAV can land at the location,release a payload, and take off from the location.

A topographical map of a geographic area may be used to determinewhether the geographic area includes any UAV-accessible locations. Forinstance, the topographical map may indicate that a sub-area of thegeographic area has an unobstructed vertical path between the ground andthe sky. In order for the sub-area to be UAV-accessible, theunobstructed vertical path may be large enough to accommodate thedelivery of one or more items by the UAV (e.g., the unobstructed pathover the sub-area may be large enough for the UAV to lower an item tothe ground via a tether and/or large enough for the UAV to land and takeoff). In some examples, in order for the sub-area to be UAV-accessible,the unobstructed vertical path may cover an area on the ground equal toor larger than a circular area having a diameter of three meters. Otherexamples are possible as well.

Further, the topographical map may indicate one or more surface featuresof a sub-area of the geographic area. For instance, the sub-area mayinclude a water surface feature (e.g., a lake, pond, river, swimmingpool, etc.), a ground surface feature (e.g., dirt, grass, plants,concrete, asphalt, etc. located at ground level), or a building surfacefeature (e.g., a house, garage, shed, apartment, condo, commercialbuilding, etc.). A particular sub-area may or may not be UAV-accessiblebased on its surface features. For instance, in examples where a UAV isdelivering a food item, a sub-area having a water feature may not beUAV-accessible because the water feature may damage the food item.Similarly, a sub-area having a building feature may not beUAV-accessible because delivering the food item to the roof of abuilding may lead to a poor user experience.

In some examples, in addition to or in the alternative to using atopographical map to determine surface features of a geographic area,various image processing techniques may be applied to a satellite imageof a geographic area to determine its surface features. For example,image processing may be applied to the image to determine that aparticular surface of a geographic area includes grass, concrete,asphalt, gravel, water, plants, building structures, etc. Further, imageprocessing may be applied to the image to identify three-dimensionalcharacteristics of the surface features. Projective geometry, forinstance, may be used to determine a three-dimensional shape of one ormore surface features in a two-dimensional satellite image. A sub-areaof the geographic area may thus be identified as UAV-accessible based ona three-dimensional shape of one or more surface features depicted in animage of the geographic area.

Further, a sub-area of the geographic area may be identified asUAV-accessible based on various onboard sensors of a UAV. As discussedabove, a UAV may include one or more downward-facing cameras (e.g., aspart of an optical flow navigational system). These cameras may capturean image and/or video of an area below the UAV. Based on the capturedimage and/or video, a computing system of the UAV may determine one ormore surface features of the area (e.g., whether the area includeswater, earth, a building, or some other feature) The computing systemmay further determine, based on the captured image and/or video, whetherthe area includes an unobstructed path between the surface feature(e.g., the ground, the roof of a building, etc.) and the sky.Alternatively or additionally, the UAV may include a LIDAR system fordetecting the environment around the UAV to determine whether an area isUAV-accessible. Other examples are possible as well.

In some examples, a map of property lines for a geographic area mayalternatively or additionally be used to determine whether thegeographic area includes any UAV-accessible locations, and a particularsub-area within the geographic area may or may not be UAV-accessiblebased on its proximity to one or more property lines. For instance, ifthe user specifies his or her home as the target delivery location, itmay be desirable to avoid delivering the food item to the user'sneighbor's property (e.g., to avoid disputes between neighbors, toensure delivery to the correct address, etc.). Thus, in some examples, asub-area may not be UAV-accessible if it is located within three metersof a property line.

In further examples, a particular location may or may not be designatedas UAV-accessible based on whether the location includes a hazard (i.e.,whether the location is a safe location for a person or a UAV tooccupy). For example, a roadway may provide an unobstructed verticalpath to the sky; however, it would be unsafe for a UAV to land orotherwise deliver a payload to the surface of a roadway or for a personto retrieve the payload from the roadway. Various other locations mayalso not be designated as UAV-accessible based on safety concerns, suchas construction sites, railways, bridges, etc.

Additionally, a weather condition or other environmental condition of ageographic area may be considered in determining whether it includes aUAV-accessible location. For example, when an area is experiencingstrong winds, a location within the area may not be deemedUAV-accessible, or, alternatively, in order to be UAV-accessible, thelocation may need to include a larger unobstructed path between theground and the sky (e.g., providing a larger clearance from trees,buildings, or other objects that may emit potentially damaging debris inwindy conditions). Other factors may be taken into account as well,including, but not limited to, an extent of rainfall, snow, hail, sleet,or lightning at a particular location. As such, a particular locationmay be dynamically identified as UAV-accessible based on various weatherand/or environmental conditions.

In accordance with the above examples, a number of UAV-accessiblesub-areas associated with a geographic area may be determined and storedin a database (e.g., by storing GPS coordinates for each UAV-accessiblesub-area). Referring back to FIG. 6A, the client computing device mayrefer to the database of UAV-accessible sub-areas to determine whetherthere are any UAV-accessible sub-areas at or near the desired targetdelivery location selected by the user. If there are no UAV-accessiblesub-areas within a threshold distance of the selected delivery location,then interface 600 may display an indication as such and/or may displayan indication 608 of the nearest UAV-accessible sub-area. Alternatively,if there are one or more UAV-accessible sub-areas at or near theselected delivery location, then the client computing device may displaya more detailed graphic map interface for selecting one of theUAV-accessible sub-areas. Examples of such an interface are shown inFIGS. 6B and 6C.

FIG. 6B illustrates an example interface 610 for selecting a target UAVdelivery location. Interface 610 includes a graphic map interface 612displaying an overhead view of a geographic area. As mentioned above,the geographic area depicted in map interface 612 may represent aportion of the geographic area depicted in map interface 602. Theoverhead view may be of a real estate property, such as a particularresidence, business, park, municipal building, or some other locationthat may be selected via interface 600 (e.g., by interacting with mapinterface 602 or by inputting an address of the location).

In one example, a user may select via interface 600 his or her home asthe target delivery location, and map interface 612 may display anoverhead view depicting one or more UAV-accessible delivery locations ator near the user's home. For instance, as depicted in FIG. 6B, theUAV-accessible delivery locations near the user's home may include abackyard location 614 and a patio location 616, and these deliverylocations may be indicated via map interface 612. In other examples,there may be more or fewer UAV-accessible delivery locations than thoseillustrated, and map interface 612 may display more or fewerUAV-accessible delivery locations in various locations, including thebackyard, patio, and/or other areas (e.g., front yard, driveway, porch,etc.).

Map interface 612 may display the UAV-accessible delivery locations invarious manners. For instance, map interface 612 may display one or moregraphics 618 associated with each UAV-accessible delivery location. Thegraphics 618 may indicate a boundary of each delivery location. Forinstance, in examples where a UAV-accessible delivery location comprisesa circular area having an unobstructed vertical path to the sky, thegraphic 618 may include a circle superimposed on the circular area.Other shapes or arrangements are possible as well.

Further, map interface 612 may display a name of each UAV-accessibledelivery location. For instance, map interface 612 may display the name“Backyard” near the indicated backyard delivery location 614 and thename “Patio” near the indicated patio delivery location 616. In exampleswhere map interface 612 displays different or additional deliverylocations, map interface 612 may also display corresponding names foreach displayed delivery location (e.g. “Front Yard,” “Driveway,”“Porch,” etc.).

In some examples, the names of the UAV-accessible delivery locations maybe specified by a user (e.g., by inputting the names via interface 610).For instance, the user may determine that the backyard delivery location614 is located in the user's backyard and responsively label thelocation as “Backyard.” In other examples, the names of theUAV-accessible delivery locations may be determined by applying imageprocessing techniques to satellite images. For instance, as discussedabove, various image processing techniques may be applied to a satelliteimage to determine that a particular surface of a geographic areaincludes grass, concrete, asphalt, gravel, water, plants, buildingstructures, etc. Based on the relative position of the determinedsurface features, identities and/or names may be associated withparticular areas. As an example, a grass area may be identified as abackyard or a concrete area may be identified as a patio based on theirrelative locations to a building structure. Other examples are possibleas well.

Of the displayed UAV-accessible delivery locations, a user may selectone (e.g., via touchscreen or mouse input) as a target deliverylocation. Interface 610 may provide a visual indication of the selecteddelivery location. For instance, as depicted in FIG. 6B, responsive toreceiving a selection of the backyard delivery location 614, interface610 may display the graphic 618 of the backyard delivery location 614 ina particular color that is different from the unselected patio deliverylocation 616. Further, interface 610 may display an icon 620 overlaid onthe selected backyard delivery location 614. While the icon 620 isdepicted as an aerodynamically shaped package having a handle forattaching to a UAV, the icon 620 may take various other forms as well.

While map interface 612 displays an overhead view of the geographic areaselected via interface 600, FIG. 6C illustrates an example interface 630that includes a graphic map interface 632 displaying an oblique view ofthe geographic area. A user may access interface 630, for instance, byselecting an oblique view button 634 via interface 610. Similarly, auser may access interface 610 by selecting an overhead view button 636via interface 630.

Map interface 632 may display an oblique view of the same or similargeographic area and the same or similar UAV-accessible deliverylocations as those displayed by map interface 612. For instance, asillustrated, map interface 632 displays an oblique view of the user'shome that was selected via interface 600.

Map interface 632 may further display the available UAV-accessibledelivery locations near the user's home, which may include the backyardlocation 614 and the patio location 616. The UAV-accessible deliverylocations may be indicated by graphics 618 displayed by interface 630.As illustrated, the graphics 618 may include a boundary of theUAV-accessible delivery locations, such as an ellipse or circlesuperimposed on the ground. The graphics 618 may further include one ormore lines extending from the boundary (e.g., the ellipse or circle)upwards towards the sky, and the lines may fade from opaque at theboundary to transparent closer to the sky. In this manner, the graphics618 may appear as holographic cylinders that fade into transparency asthey extend above the ground.

Similar to map interface 612, a user may select one of theUAV-accessible delivery locations displayed via map interface 632 as atarget delivery location. Interface 630 may provide a visual indicationof the selected delivery location, for instance, by displaying thegraphic 618 of the selected delivery location in a particular color thatis different from the unselected delivery location and/or by displayingan icon (e.g., a UAV delivery package) overlaid on the selected deliverylocation.

Referring next to FIG. 6D, an example interface 640 is shown forselecting a target delivery time and location. Interface 640 may includea delivery time field 642 for selecting a target delivery time. Forinstance, a user may select a time corresponding to immediate or as soonas possible delivery (e.g., on the next available UAV), or the user mayselect a time corresponding to some time in the future. As illustrated,the time field 642 may take the form of a dropdown menu, but otherexamples are possible as well.

In some examples, the time field 642 may allow selection of alocation-based future delivery. In location-based future delivery,rather than initiating or completing a delivery at a user-specifiedtime, the delivery may be carried out based on a user-specifiedlocation. For example, if the user chooses location-based futuredelivery and selects the user's home as the destination, a UAV systemmay initiate the delivery once it is determined that the user hasarrived at his or her home (e.g., based on GPS coordinates of the clientcomputing device). Alternatively, the UAV system may predict a time whenthe user will arrive at his or her home (e.g., based on a calendarassociated with the user, a current location of the user, current and/orprior movement patterns of the user, etc.), and carry out the deliveryrequest such that the delivery is completed at the predicted time.

Interface 640 may further include a list 644 of available UAV-accessibledelivery locations, and a user may select a target delivery locationfrom the delivery location list 644. The list 644 may identify thelocations by an address and/or a name associated with each location. Forinstance, a user may specify that a particular address is associatedwith the user's home, and the list 644 may identify that address by thename “Home.” Other examples are possible as well.

In some examples, the list 644 may be populated based on the user'sorder history and/or user preferences associated with an account of theuser. For instance, the list 644 may include recently selected deliverylocations, frequently selected delivery locations, and/or deliverylocations identified as preferred by the user. Alternatively oradditionally, the delivery location list 644 may identify one or moreUAV-accessible delivery locations within a threshold distance of theuser (e.g., based on GPS coordinates of the client computing device)and/or within a threshold distance of a location specified by the user(e.g., via interface 600).

Further, a user may select from the list 644 a current location of theclient computing device as the target delivery location. Such aselection may cause the UAV to deliver its payload to the UAV-accessibledelivery location that is nearest to the current location of the clientcomputing device.

Referring next to FIG. 6E, an example interface 650 is shown for placinga UAV delivery request. Interface 650 may include a price field 652, apayment field 654, and a destination field 656. The price field 652 maydisplay a total price of the UAV delivery request, which may be itemizedto display a cost of the ordered items, a tax, and any delivery fees orother fees. The payment field 654 may provide an interface for a user toinput payment information, such as a credit/debit card number. Thedestination field 656 may identify the selected target delivery location(e.g., by an address and/or a name associated with the selected targetdelivery location). In some examples, the selected target deliverylocation may be a delivery location selected through interface 610and/or 630. In other examples, the selected target delivery location maybe a default location based on the user's order history (e.g., mostrecent or most frequent delivery location) user preferences associatedwith an account of the user (e.g., a location identified as preferred bythe user).

Referring back to FIG. 5, method 500 continues at block 508, whichincludes responsive to receiving a selection of one of theUAV-accessible sub-areas, the client device causes the UAV to transportone or more items to the selected UAV-accessible sub-area. For instance,once a user has placed an order for one or more goods (e.g., via one ormore of the interfaces depicted in FIGS. 4A and 4B) and selected atarget delivery location (e.g., via one or more of the interfacesdepicted in FIGS. 6A-6E), a UAV system, such as UAV system 300, maydispatch one or more UAVs to the target delivery location. A payloadpackage containing the ordered goods may be attached to the UAV, and theUAV may navigate to the target delivery location where the payload maybe delivered by the UAV (e.g., by lowering the payload to the ground viaa tether) and retrieved by the user.

VII. INTERFACE FEATURES FOR TRACKING FULFILLMENT PROCESS FOR UAVTRANSPORT REQUEST

A. Status Update Methods

FIGS. 7A and 7B are flow charts illustrating methods for providing aclient-facing application for a UAV transport service, according to anexample embodiment. In particular, FIG. 7A illustrates a method 700 thatcan be implemented by a client device to provide status information andrelated functionality during fulfillment of a UAV transport request.Correspondingly, FIG. 7B illustrates a method 750 that may beimplemented by a UAV transport service provider's server system tofacilitate the functionality of a client-facing application shown inFIG. 7A. (Of course, it should be understood that the client-facingfunctionality of method 700 is not required in the context of theserver-side method illustrated in FIG. 7B.)

Referring to FIG. 7A in greater detail, method 700 involves a clientdevice receiving a transport request for transport of one or more itemsto a target location by a UAV, as shown by block 702. This request maybe received via a client-facing application as described above, or inanother manner. Responsive to receipt of the transport request, theclient device displays a preparation status screen including: (a) atransport-preparation status corresponding to transport the one or moreselected items, and (b) a first arrival-time estimate, as shown by block704. (Examples of preparation status screens are provided below withreference to FIGS. 8B and 8C.)

Next, the client device receives a status message indicating that theone or more selected items are loaded on a first UAV for transport tothe target location, as shown by block 706. In response, the clientdevice displays a flight progress screen including: (a) a map with aflight path visualization and a location indication for the first UAV,and (b) an updated arrival time, as shown by block 708. The updatedarrival time is based an updated flight time estimate for transport ofthe requested items by a UAV, which may be determined at or near thetime when loading of the items onto the UAV is complete. (Examples offlight progress screens are provided later with reference to FIGS. 8D to8F.)

Continuing with method 700, the client device may subsequently receive astatus message indicating that the UAV has released the one or moreselected items in a ground delivery area associated with the targetlocation, as shown by block 710. In response, the client displays adelivery confirmation screen, as shown by block 712. (An example of adelivery confirmation screen is provided later with reference to FIG.8H.)

Referring now to FIG. 7B, method 750 may be implemented by the serversystem, in conjunction with the implementation of method 700 by a clientdevice. In particular, the server system may implement method 750 inorder to provide the client device with status updates, and othertransport-related functionality, which facilitates the client-sideapplication and functionality of method 700.

More specifically, method 750 involves a server system receiving atransport request for transport of one or more items to a targetlocation by a UAV, as shown by block 752. This transport request may bereceived from a client device, which in turn may have received therequest via a client-facing application, using techniques such as thosedescribed above. The transport request received at block 752 may alsooriginate from another source, which implements a different technique toinitiate the request.

In response to receipt of the transport request, the server systemdetermines a total transport time, as shown by block 754. The totaltransport time is determined based on a combination of at least (a) apreparation-to-loading time estimate for the one or more selected items,and (b) a flight time estimate for transport of the one or more items tothe target location by a UAV. Techniques for determining total transporttime are discussed in greater detail in section VIII(C) below.

After determining the total transport time, the server system sends afirst status message to a client device, as shown by block 756. Thefirst status message includes: (a) a transport-preparation status forthe one or more selected items, and (b) an arrival time corresponding tothe total transport time. As such, the first status message may serve asan indication to the client device to display a preparation statusscreen indicating the transport-preparation status and the arrival time.(The first status message may thus be utilized by the client device tocarry out block 704 of method 700.)

Subsequently, the server system receives an indication that the one ormore selected items are loaded on a first UAV, and ready for transportto the target location, as shown by block 758. In response, the serversystem: (i) determines an updated total transport time, as shown byblock 760, and (ii) sends a second status message to the client device,which indicates an updated arrival time, as shown by block 762. Theupdated total transport time may be determined by first determining anupdated flight time estimate, and then determining a correspondingarrival time. Since the items are loaded at this point in time, thetransport preparation phase may be considered complete, such that theupdated total transport time preparation-to-loading time estimate.

Since the second status message indicates the requested items are loadedon the UAV, this indicates that the items are ready for transport (orperhaps that the UAV flight has just begun). Accordingly, the secondstatus message may serve as an indication to the client device todisplay a flight progress screen. For example, the second status messagemay serve as an indication to display a screen in accordance with block708 of method 700 (e.g., a screen including (a) a map with a flight pathvisualization and a location indication for the UAV, and (b) the updatedarrival time indicated in the second status message).

Continuing now with method 750, the server system may subsequentlyreceive an indication that the UAV has released the one or more selecteditems in a ground delivery area associated with the target location, asshown by block 764. In response, the server system may send a thirdmessage indicating to the client device to display a deliveryconfirmation screen, as shown by block 766. As such, the third statusmessage may provide the indication to the client device at block 710 ofmethod 700, which prompts the client device to display a deliveryconfirmation screen at block 712 of method 700.

Methods 700 and 750 involve status updates at least three times duringthe fulfillment of a UAV transport request. Specifically, status updatesare provides when the order is initially confirmed, when pre-flighttasks are complete and the item(s) are loaded on the UAV and the UAV'sflight is about to begin, and when delivery is completed such that theordering party can retrieve the requested items at the target location.It should be understood, however, that additional status updates may beprovided at various points during the pre-flight and/or flight phase(e.g., in response to various events in the fulfillment process).

B. Phases of UAV Transport Process

As noted above, the fulfillment process for a UAV transport request maybe characterized by two primary phases: (i) a pre-flight phase and (ii)a flight phase. Further, status information and delivery-relatedfunctionality may be designed around these two primary phases of the UAVtransport process.

Generally, the pre-flight phase may include tasks such as orderprocessing, item retrieval, item preparation and packaging, transportfrom packaging location to UAV loading area, and/or loading time, amongothers. In the specific example of food delivery, the pre-flight phasemay include tasks such as food preparation (e.g., cooking) and foodpackaging, among other possibilities. Other examples are of coursepossible.

To facilitate status updates and improve delivery timing estimates, thepre-flight phase may be conceptually divided into a number of definedsub-phases. In an example embodiment, the pre-flight sub-phases maygenerally be organized around different tasks required to prepare andload requested items onto a UAV for transport. For instance, thepre-flight phase may include: an order-processing sub-phase, anitem-preparation sub-phase, and/or a loading sub-phase, among otherpossibilities. As described later in reference to FIGS. 8A to 8, aserver system may send updates, and a client-facing application mayupdate displayed information and available functionality, according tothe current sub-phase of a particular UAV delivery. Further, byconsidering timing for certain sub-phases individually, a serviceprovider system may be able to improve the accuracy of thepreparation-to-loading time estimate for the entire pre-flight phase.

The flight phase may also be conceptually divided into sub-phases. In anexample embodiment, these sub-phases may be defined, at least in part,to correspond to certain portions of the UAV flight where status updatesare deemed appropriate. For example, the flight phase may include aflight-initiation sub-phase, a mid-flight sub-phase, an arrivalsub-phase, an in-progress delivery sub-phase, and a delivery-completesub-phase. Additional details and examples of flight sub-phases aredescribed later in reference to FIG. 8

C. Dynamically Determining Transport Timing Information

As noted above, method 750 may involve a service-provider systemdetermining timing information related to fulfillment of a transportrequest by a UAV during item preparation and UAV flight. In particular,the service-provider system may determine a total transport time uponreceipt of a UAV transport request, and may update the total transporttime to refine the estimated arrival time as the fulfillment processprogresses. Herein, the total transport time should be understood to bethe amount of time between a current time (e.g., when the totaltransport time is calculated) and the estimated time that delivery ofthe requested items is completed (e.g., an estimated arrival time). Assuch, the service-provider system and/or the client device may calculatetotal transport time periodically, continuously, and/or in response tovarious predetermined events (e.g., transitions between phases orsub-phases) during the fulfillment process.

For example, once a transport request (e.g., an order) is placed via anexemplary client application, and received by the server system at block752 of method 750, the server system may base the determination of atotal transport time (e.g., at block 754) based on the combination oftiming estimates that are separately determined for two distinct phasesof the UAV food delivery process. In particular, the server system maycalculate separate time estimates for (i) the pre-flight phase and (ii)the flight phase, and use the combination of these estimates todetermine the total transport time.

As a specific example, in the context of UAV food delivery, the deliveryservice system may estimate timing of the pre-flight phase bycalculating a preparation-to-loading time estimate for the specific fooditems that were ordered. And, for the flight phase, the delivery servicesystem may estimate a flight time for the UAV to transport the fooditems to the delivery location, and lower the food items to the groundin delivery area via tether. The preparation-to-loading time estimateand the flight time estimate may then be combined to determine the totaltransport time for UAV delivery of the food items.

In a further aspect, the preparation-to-loading time may include anestimated time for food preparation at the food source (i.e., at therestaurant). This estimate may be based on general knowledge about thetype of food ordered and/or the type of restaurant from which the foodwas ordered. Further, data regarding deliveries that have been made maybe aggregated and machine-learning processes may be applied to improvethe accuracy with which food type and/or restaurant type factors intothe preparation-to-loading time. Additionally, records may be kept forspecific restaurants, for specific food items, and/or for specificcombinations of food items from specific food sources (or perhaps evencombinations of items from multiple food sources). Machine learningprocesses may likewise be applied to improve the accuracy with whichthis source-specific information affects the preparation-to-loadingtime.

Further, while a UAV preferably arrive just as or shortly before thefood items are ready to be loaded onto the UAV, this timing may notalways be possible. Accordingly, a food delivery service may use datarelating to UAV availability and/or flight time to the food source forpickup to more accurately estimate the preparation-to-loading time for aparticular order.

The flight time for a particular order may also be calculated usingvarious types of information. For example, the flight time may bedetermined based on UAV capabilities, UAV traffic on or near the flightpath from the food source to the target delivery location, the typearea/location where the food items will be delivered, limitations onflight speed trajectory for the particular food items being transported,and/or priority of the particular order, among other possibilities.

As noted above, the pre-flight phase and/or the flight phase of thedelivery process may be further divided into various sub-phases. In someimplementations, the server system may determine separate timing datafor some or all sub-phases in the pre-flight phase, and use the timingdata for these sub-phases to determine the total preparation-to-loading.Similarly, the server system may determine separate timing data for someor all sub-phases in the flight phase, and use the timing data for thesesub-phases to determine the estimated flight time.

As a specific example, at a time when demand for UAV transport servicesis high, it may not be possible for a UAV to arrive at the item sourcelocation at the earliest time the requested items are ready for loading.In such an embodiment, preparation-to-loading time may be extended toallow time for a UAV to arrive to pick up the items from the sourcelocation (e.g., from a restaurant). Further, in such an embodiment, anexample method may further involve the server system using a demandindication for UAV transport services to determine apreparation-to-loading time estimate.

If the level of demand is such that an estimated item preparation timeis less than an expected arrival time for a UAV at the item sourcelocation, then the server system may further send a message to anaccount associated with the item source location, which indicates theexpected arrival time of the UAV at the item source location for itempick-up. In the context of food delivery, the message may furthersuggest that preparation of the requested food items be delayed so thatthe items are prepared just in time for (or shortly after) the UAV isexpected to arrive for pick-up at the source restaurant. Yet further,the server system may determine an expected item preparation time forthe particular food items indicated in the transport request, and basedthereon, may include a suggested time at which preparation of therequested food items should begin. Other examples and variations on thisspecific example are also possible.

In a further aspect, the service provider system may update theestimation of the total transport time (and the corresponding arrivaltime) throughout the fulfillment process. The updated total transporttime may be determined based on the sub-phases of the pre-flight phaseand/or flight phase that remain to be completed, at or the time theupdate is calculated.

D. Example Interface Screens for UAV Transport Status

In accordance with example embodiments, a client-facing application mayupdate a GUI as the transport process progresses through its variousphases and/or sub-phases. In some implementations, some or all updatesto the GUI may be provided in real-time.

To facilitate such updates, a server may detect when transitions betweenthe various phases and/or sub-phases occur, and send status updatemessages to the client device associated with the particular UAVtransport request. Note that such status update messages may be sentevery time a new sub-phase begins, or only sent when some (but not all)sub-phases begin. Further, each time a status update message is sent,the server system may update estimated timing information correspondingto the transport request (e.g., total transport time, estimated arrivaltime, etc.), and provide the updated transport timing information to theclient device. Alternatively, the server system might include updatedtransport timing information in some, but not all, status messages.

FIGS. 8A to 8H show a sequence of GUI screens that may be displayed byan example client-facing application. These screens may be displayed bya client-facing application as a UAV food delivery process progressesthrough its various phases and sub-phases. Each screen may includetiming estimates determined in accordance with methodology describedherein. Further, each screen shown in FIGS. 8A to 8H may includeinformation and/or provide access to functionality related to a currentphase and/or sub-phase of the fulfillment process for a UAV transportrequest. Additionally, the estimated time of arrival (ETA) shown inFIGS. 8A to 8H may be updated frequently (and possibly pushed to theclient device in real-time) during the course of the delivery. In sodoing, the service-provider system that provides the ETA estimations mayutilize data and consider factors as described herein, so as to providea highly accurate ETA (which will typically become even more accurate asthe delivery process progresses).

Note that the example screens shown in FIGS. 8A to 8H characterizecertain phases and sub-phases of the UAV food delivery using terminologyderived from commercial airline flights, instead of using terminologythat is typical for food delivery. By characterizing the phases andsub-phases of the UAV food delivery in terms derived from commercialairline flights an example client-facing application may enhance theuser-experience. In particular, since the UAV food delivery process candiffer significantly from traditional food delivery processes, suchcharacterization may help users better understand the status of theirorder by analogizing to a different but familiar context. It should beunderstood, however, that embodiments in which an application does notinclude such characterizations are also possible.

i. Illustrative Status Screens for Pre-Flight Phase

Referring now to FIG. 8A, a screen 800 is shown. Screen 800 may bedisplayed by the client application during an order processingsub-phase. For example, screen 800 may be displayed while waiting for arestaurant to confirm receipt of a UAV transport request for fooditem(s) and/or while waiting for verification of a payment correspondingto a transport request. Screen 800 includes status information 802. Inthe illustrated example, the status during the order processingsub-phase is characterized as “confirming flight”. Of course, othercharacterizations of status are also possible during the orderprocessing sub-phase.

Referring now to FIG. 8B, FIG. 8B shows a screen 810 from an exampleclient application for a UAV transport service. Screen 810 may bedisplayed by the client application during an item-preparation sub-phaseof the fulfillment process for a UAV transport request. Screen 810 thusprovides an example of preparation status screen, which may be displayedby a client device at block 704 of method 700. In the context of a UAVfood delivery application, screen 810 may be displayed while requestedfood items are being prepared and/or packaged at the restaurant. Screen810 includes order identification information 811, status information812, and an arrival time estimate 814 for arrival of the UAV with therequested items at the target location.

In the illustrated example, the status information 812 characterizes thestatus during the item-preparation sub-phase as “at the gate”. Ofcourse, other characterizations of status are also possible during anitem-preparation sub-phase.

In a further aspect, the arrival-time estimate 814 may be determinedupon confirming the order (and before preparation of items begins). Inparticular, the arrival-time estimate 814 may be determined based on thecurrent time and an estimate of total transport time determined inaccordance with block 754 of method 750. For instance, arrival-timeestimate 814 may be based on a total transport time that is determinedbased on a combination of at least (a) a preparation-to-loading timeestimate for the one or more selected items, and (b) a flight timeestimate for transport of the one or more items to the target locationby a UAV. Thus, at the time screen 810 is displayed, the arrival-timeestimate 814 may account for the pre-flight phase and the flight phase.As such, the preparation-to-loading time used to determine estimatedtiming of the pre-flight phase, and ultimately the arrival time estimate814, may be determined based on timing estimates for and/or currentstatus of the item-preparation phase.

In another aspect, a service-provider system may update thepreparation-to-loading time, such that the client-facing application canupdate the corresponding arrival-time estimate 814 in screen 810, asitem preparation progresses. For example, before preparation of fooditems begins at a restaurant, the preparation-to-loading time may becalculated based on an estimated preparation time for such food items.The preparation-to-loading time could then be updated as certain fooditems are prepared. Specifically, when a food item is prepared and readyfor loading (or ready for packaging), the preparation-to-loading timemay be updated based on the actual time at which the food item wasprepared. The total transport time, and the corresponding arrival-timeestimate 814, may then be updated according to the updatedpreparation-to-loading time.

To facilitate such updates in an item-preparation screen 810, aservice-provider system may be configured to interface with anitem-provider application. Such an item-provider application may beutilized at the food source to provide updates during item preparation,and possibly at other times as well (such as when food items are loadedonto a UAV). As a specific example, an item-provider application may beinstalled on a restaurant's computing device, and may allow therestaurant to provide update(s) as food item(s) are prepared and readyfor loading on a UAV. Other examples and variations on theabove-described example are possible.

Referring now to FIG. 8C, FIG. 8C shows a screen 820 from an exampleclient application for a UAV transport service. Screen 820 may bedisplayed by the client application during a loading sub-phase of thefulfillment process for a UAV transport request. Further, screen 820includes order identification information 811, status information 822,and an arrival time estimate 824 for arrival of a UAV with the requesteditems at the target location.

Screen 820 provides an example of loading screen, which may be displayedby a client device in some implementations of method 700 (e.g., afterdisplaying a preparation status screen, and before displaying a screencorresponding to the flight phase). In the context of a UAV fooddelivery application, screen 820 may be displayed after the requestedfood items are prepared (e.g., cooked), while the food items are beingpackaged and loaded at the restaurant. Alternatively, packaging of itemsmay be considered part of the item-preparation sub-phase, such thatscreen 820 is displayed after the requested food items are prepared andpackaged, while the food items are being transported to and loaded ontoa UAV for transport to the target location.

In the illustrated example, the status information 822 on loading statusscreen 820 characterizes the status during the loading sub-phase as “nowboarding.” Of course, other characterizations of status are alsopossible during the loading sub-phase.

In a further aspect, the arrival-time estimate 824 for screen 820 mayinitially be determined after preparation of requested items iscompleted, and before loading of items begins. (And, in an embodimentwhere packaging of items is considered part of the loading phase, beforepackaging begins.) As such, the arrival-time estimate 824 may be basedon an updated total transport time, which is determined after an initialdetermination of total transport time at block 754 of method 750, andbefore a subsequent update at block 760 of method 750. For instance,arrival-time estimate 824 may be based on a total transport time that isdetermined based on a combination of at least (a) an updatedpreparation-to-loading time estimate corresponding to the remainingportion of the pre-flight phase (e.g., the loading phase), and (b) anupdated flight time estimate for transport of the one or more items tothe target location by a UAV.

In a further aspect, the loading time, and the correspondingarrival-time estimate 824 in screen 820, can be updated as the loadingphase progresses. For example, before preparation of food items beginsat a restaurant, the preparation-to-loading time may be calculated basedon estimated timing for tasks such as transporting the food items from afood preparation location (e.g., a restaurant kitchen) to a UAV pick-uplocation, packaging items, placing items in packaging, placing items ora package containing the items into a UAV compartment, and/or attachingitems or a package containing the items to a UAV (e.g., to a tether),among other possibilities. The loading time estimate could then beupdated as certain tasks from the loading phase are completed, toreflect the time remaining in the loading phase. The total transporttime, and the corresponding arrival-time estimate 824, may then beupdated according to the updated loading time.

To facilitate such updates in a loading screen 820, a service-providersystem may be configured to interface with an item-provider application,as noted above. Such an item-provider application may be utilized at thefood source (and/or at a UAV pick-up location) to provide updates duringitem loading, transport to a UAV pick-up location, and/or itempackaging. As a specific example, an item-provider application may beinstalled on a restaurant's computing device (e.g., a mobile phone ortablet), and may allow a restaurant employee to provide update(s) asfood item(s) are packaged, transported to a UAV pick-up location forloading, and/or loaded on the UAV. Other examples and variations on theabove-described example are possible.

ii. Illustrative Status Screens for Flight Phase

FIG. 8D shows a screen 830 from an example client application for a UAVtransport service. Screen 830 includes order identification information811, status information 832, an arrival time estimate 834 for arrival ofa UAV with the requested items at the target location, and a map feature836 with a flight path visualization 837. Further, screen 830 may bedisplayed by the client application during a departing (orflight-initiation) sub-phase of the fulfillment process for a UAVtransport request. As such, screen 830 provides an example offlight-progress screen, which may be displayed by a client device atblock 708 of method 700.

In the illustrated example, the status information 832 characterizes thestatus during the item-preparation sub-phase as “departing”. Of course,other characterizations of status are also possible during theflight-initiation sub-phase of the flight phase.

In the context of a UAV food delivery application, screen 830 mayinitially be displayed when the service-provider system receives anindication that requested food items are loaded on a UAV (e.g., at block758 of method 750). Such an indication may be provided by the itemsource (e.g., by a restaurant) via an item-provider application, and/orby the UAV itself, which may be configured to detect when items areloaded and communicate an indication to this effect to aservice-provider system.

In a further aspect, the arrival-time estimate 834 shown in screen 830may be initially determined upon receipt of the indication that itemshave been loaded onto the UAV. In particular, the arrival-time estimate834 may be determined based on the current time and an updated estimateof total transport time determined in accordance with block 760 ofmethod 750. For instance, at block 760, the pre-flight phase may beconsidered complete, such that the total transport time is based on theestimated flight time to the target location, and possibly a separatetime estimate for delivery (e.g., time required to lower the food itemsto the ground via tether and/or for the UAV to move away from thedelivery area). Accordingly, when screen 830 is initially displayed,arrival-time estimate 834 may reflect this updated total transport timeestimate.

In a further aspect, as the flight-initiation phase progresses, theflight time estimate, and the corresponding arrival-time estimate 834displayed in screen 830, may be updated to reflect timing for theremaining portion of the flight-initiation phase (and the remainder ofthe flight phase). For example, the flight-initiation phase may bedefined to include any time the UAV spends on the ground after items areloaded, and a take-off process (e.g., the process of the UAV ascendingto a certain altitude). Accordingly, during the flight-initiation phase,the flight time estimate, and the corresponding arrival-time estimate834, may be updated to reflect the actual take-off time and/or theamount of time it takes for the UAV to ascend to a predeterminedaltitude (or to fly a certain distance from the item source location).

FIG. 8E shows another screen 840 from an example client application fora UAV transport service. Screen 840 includes order identificationinformation 811, status information 842, an arrival time estimate 844for arrival of a UAV with the requested items at the target location,and a map feature 846 with a flight path visualization 847. Further,screen 840 may be displayed by the client application during an“en-route” (or mid-flight) sub-phase of the fulfillment process for aUAV transport request. As such, screen 840 provides another example offlight-progress screen, which may be displayed by a client device atblock 708 of method 700.

In the illustrated example, the status information 842 characterizes thestatus during the item-preparation sub-phase as “en route”. Of course,other characterizations of status are also possible during themid-flight sub-phase of the flight phase.

In the context of a UAV food delivery application, screen 840 mayinitially be displayed when the service-provider system receives anindication that UAV flight has begun, and provides the client-facingapplication with an indication to this effect. The service-providersystem may be provided with such an indication by the item provider(e.g., by a restaurant) via an item-provider application. Additionallyor alternatively, such an indication may be provided to theservice-provider system by the UAV itself, which may be configured senda message to a service-provider system when a UAV flight begins.Alternatively, a UAV may simply report its location information (e.g.,GPS coordinates) to a service-provider system. The service-providersystem may then determine that the flight has begun when the reportedlocation information indicates that the first UAV has left the sourcelocation, or is more than a predetermined distance from the sourcelocation. Further, the service-provider system may consider themid-flight phase of flight to continue until it determines that the UAVat or within a predetermined distance from the target location.

In a further aspect, the arrival-time estimate 844 shown in screen 840may be initially determined upon receipt of the indication that UAVflight has begun. In particular, the arrival-time estimate 844 may bedetermined based on the current time and an updated estimate of totaltransport time based on an estimate of the remaining flight time and adelivery time estimate. Further, as the UAV's flight to the targetlocation progresses, the flight time estimate, and the correspondingarrival-time estimate 844 displayed in screen 840, may be updated toreflect timing for the remaining portion of the flight.

FIG. 8F shows another screen 850 from an example client application fora UAV transport service. Screen 850 includes order identificationinformation 811, status information 852, an arrival time estimate 854for arrival of a UAV with the requested items at the target location,and a map feature 856 with a flight path visualization 857. Further,screen 850 may be displayed by the client application during an approachsub-phase of the fulfillment process for a UAV transport request. Assuch, screen 850 provides another example of flight-progress screen,which may be displayed by a client device at block 708 of method 700.

In the illustrated example, the status information 852 characterizes thestatus during the approach sub-phase as “final approach—approaching yourdestination”. Of course, other characterizations of status are alsopossible during the approach sub-phase of the flight phase.

In the context of a UAV food delivery application, screen 850 mayinitially be displayed when the service-provider system determines orreceives an indication that UAV is within a certain predetermineddistance from the target location. For instance, such an indication maybe provided to the service-provider system by the UAV itself, which maybe configured send a message to a service-provider system when the UAVdetermines it is within a certain predetermined distance from the targetlocation. Alternatively, a UAV may simply report its locationinformation (e.g., GPS coordinates) to a service-provider system, andthe service-provider system may use such location reports to determinewhen the UAV is within a certain predetermined distance from the targetlocation.

In a further aspect, the arrival-time estimate 854 shown in screen 850may be initially determined upon receipt of the indication that UAV iswithin a certain predetermined distance from the target location. Inparticular, the arrival-time estimate 854 may be determined based on thecurrent time and an updated estimate of total transport time, which isdetermined based on the remaining flight time and a delivery timeestimate.

FIG. 8G shows another screen 860 from an example client application fora UAV transport service. Screen 860 includes order identificationinformation 811, status information 862, an arrival time estimate 864for arrival of a UAV with the requested items at the target location, agraphic map interface 866 showing a delivery area at the targetlocation.

Screen 860 may be displayed by the client application upon arrival ofthe UAV at the target location, during an in-progress delivery phase ofthe fulfillment process for a UAV transport request. As such, screen 860may be considered a delivery status screen, and may displayed by aclient device as part of method 700 (e.g., after block 708). In theillustrated example, the status information 862 characterizes the statusduring the delivery phase as “pulling up to the gate—your food is beinglowered”. Of course, other characterizations of status are also possibleduring the approach sub-phase of the flight phase. Further, in someembodiments, the delivery status screen 860 may share some of (orperhaps even all of) the functionality of the screen 610 shown in FIG.6B.

FIG. 8H shows another screen 870 from an example client application fora UAV transport service. In particular, screen 870 may be displayed bythe client application when delivery is complete, and the order is readyto be picked up by the user. For example, screen 870 may be displayedwhen requested food items have been lowered to the ground via a tether,and released from the tether (or the tether is released from the UAV).

Note that the distinction between the approach sub-phase, in-progressdelivery sub-phase, and delivery completion may be particularlybeneficial to the user-experience in the context of tethered UAVdelivery. More specifically, tethered delivery can involve finding theappropriate area within the delivery location and/or the appropriatetime (e.g., avoiding winds) to lower the food items. As such, tethereddelivery can take longer, and is more significant part of the largerdelivery process than, e.g., a delivery driver walking a pizza to apurchaser's front door. Further, for safety reasons, it may be desirablefor the user to be clear of the delivery area until the food items areon the ground and have been released from the tether (or the tether isreleased from the UAV), and possibly until the UAV has flown a certaindistance from the delivery area. At the same time, users typicallyappreciate having access to their food items as quickly as possible. Byproviding distinct graphical indications for arrival, in-progresstethered delivery, and completion of a tethered delivery, the user isbetter informed as to the status of their food delivery, such that theycan safely pick up their food at the earliest time possible.

VIII. ADDITIONAL ASPECTS OF CLIENT-FACING APPLICATION FOR UAV TRANSPORT

A. Status Information for Multi-UAV Deliveries

As noted above, there may be instances where multiple UAVs are utilizedto fulfill a single order request. In such instances, a client-facingapplication may be operable to provide information related to themultiple UAVs fulfilling the same transport request.

For example, the client-facing application may show the locations of allUAVs fulfilling the same order on a map feature, such as those shown inFIGS. 8D to 8G. Alternatively, the client-facing application may onlyshow the location of one of the UAVs that is fulfilling a given order.As an example, the client-facing application may only show the locationsof the UAV that is the furthest from the target location and/or that isscheduled to be the last UAV to lower its food items to the ground inthe delivery area. By only indicating the last UAV in the group, theclient-facing application may provide an indication of the expected timethat the entire order will be ready for retrieval from the delivery area(since safety considerations will likely prevent the user fromretrieving any food items before all UAVs have lowered their food itemsto the ground).

B. Multi-Tasking Features

In a further aspect, an example client-facing application may providemulti-tasking features. One such multi-tasking feature may allow a userto track the status of their order while simultaneously using featuresother than status tracking (e.g., while using features that do not allowfor full screen status tracking such as illustrated in FIGS. 8A to 8H).

As an example, FIG. 9 is an illustration of a screen 900 from an exampleclient application for a UAV transport service. Screen 900 includes adynamic status bar 902. The status bar 902 may be displayed after a userhas submitted a UAV transport request, while the user is using interfacefeatures other than a status tracking interface such as illustrated inFIGS. 8A to 8H. As such, if a user is viewing a full status trackinginterface, such as shown in FIGS. 8A to 8H, and then navigates away fromthe full status tracking interface, status bar 902 may be displayed sothat the user can continue to track the status of the fulfillmentprocess for their UAV transport request while using other features ofthe application.

Status bar 902 includes status information 908 and an arrival timeestimate 906. The status information 908 and the arrival time estimate906 may be dynamically updated in status bar 902, in a similar mannerthe status information and arrival time estimate is updated in FIGS. 8Ato 8H.

Further, status bar 902 includes a flight-progress feature 904. Theflight-progress feature 904 may be displayed or become active once theflight phase of the fulfillment process has begun. As the UAV flightprogresses, the arrow-shaped UAV graphic on the flight-progress feature904 may be updated to indicate a current or recent distance of the UAVfrom the target location.

C. Delivery Area Obstructions

There may be situations where a UAV arrives at a target location, butunable to lower the requested items to the ground due to obstructions inthe delivery area. For instance, a child or dog may be located on theground in the delivery, preventing delivery for safety reasons. Or, whena UAV arrives at a target location and surveys the specified deliveryarea, the UAV may discover that rainwater has pooled in the deliveryrendering delivery undesirable at that location. Other examples are alsopossible.

Accordingly, an example client-facing application may provide statusupdates and/or functionality related to situations where delivery isdelayed or possibly even canceled due to unforeseen obstructions in thedelivery area. In scenarios where the UAV arrives and finds the deliveryarea is obstructed, the UAV may communicate and provide statusinformation to a service-provider system, which in turn may provideinformation and support functionality related to alternative deliveryoptions and/or canceling delivery.

For example, once an obstruction is detected in the delivery area, theclient-facing application may display a screen indicating that anobstruction will delay the requested items being lowered to the ground.If the UAV determines that it can search for an alternate delivery area(e.g., associated with the same target location), the client applicationmay also display an indication to this effect, which may identify thealternate delivery area. The client-facing application could alsodisplay an interface that allows the user to specify an alternatedelivery location. Such an interface could include a map that identifiesalternate delivery areas, such that the user can provide inputspecifying a particular one of the alternate delivery areas (e.g., aninterface that functions similarly to the interfaces shown in FIGS. 6Ato 6C.

Additionally or alternatively, a UAV or a service-provider system coulddetermine that delivery is not possible due to an obstruction in thedelivery area. Such a determination could be made with or withoutconsidering the possibility of alternate delivery areas. In either case,the client-facing application could display a screen indicating that theUAV delivery is being canceled due to an obstruction in the deliveryarea. Further, the client application may display interface featuresthat allow the user to indicate a subsequent action, such as: (a)attempting delivery of the same physical items after the UAV returns toa distribution center or warehouse (which may be undesirable for someitems, such as hot food), (b) restarting the fulfillment process soreplacement item(s) are transported by a UAV (e.g., such that arestaurant prepares the same food items again, and a UAV transports thenewly-prepared food to a different delivery area as soon as possible),or (c) canceling the order completely. Other options may also beprovided.

D. Post-Delivery Issue Resolution

Once items have been delivered (e.g., lowered to the ground in thedelivery area), an example client-facing application may displayinterface features that allow a user to report defective items and/orselect corrective actions. In some cases, such interface features mayallow the user that ordered the items to communicate directly with theitem source (e.g., the restaurant from which food items were ordered).

Further, two-way issue resolution functionality may be provided via thecombination of a client-facing application and an item-providerapplication. For example, the UAV food-delivery application and acorresponding food-provider application may allow a user to captureimage(s) of an item they believe is defective or damaged, using a cameraon the device that is providing the client-facing application. As aspecific example, a user could take picture(s) of food that has spilledor has leaked during flight, food that lacks requested modificationsfrom the standard menu, or an entire order that is lacking item(s) thatwere paid for. The image(s) may be sent to food provider's device anddisplayed by the food-provider application. The food-providerapplication may then provide interface features that allow the foodprovider to approve or deny UAV transport of replacement item(s). Otherfunctionality for issue resolution and variations on the examplesdescribed above are of course possible.

IX. CONCLUSION

While various aspects of the disclosure have been disclosed herein,other aspects and embodiments will be apparent to those skilled in theart. Accordingly, the embodiments disclosed herein are for purposes ofillustration, and are not intended to be limiting, with the true scopeand spirit of the disclosure being indicated by the following claims.

What is claimed is:
 1. A method comprising: receiving, by a clientcomputing device, a transport request for transport of one or more itemsby an unmanned aerial vehicle (UAV) to a user-specified target deliverylocation, wherein a geographic area is defined by a property line of thetarget delivery location; responsive to receiving the transport request,the client computing device: (i) determining two or more UAV-accessiblesub-areas for the target delivery location comprising at least a firstUAV-accessible sub-area and a second UAV-accessible sub-area, whereineach UAV-accessible sub-area: (a) is within the geographic area and atleast the threshold distance from the property line and (b) includes anunobstructed path between a ground surface in the UAV-accessiblesub-area and a sky area above the ground surface; and (ii) displaying,on a graphic display, a graphic map interface indicating the two or moreUAV-accessible sub-areas for the target delivery location, wherein boththe first UAV-accessible sub-area and the second UAV-accessible sub-areaare selectable via the graphic map interface; receiving, via the graphicmap interface of the client computing device, a selection of the firstof the two or more UAV-accessible sub-areas; and responsive to receivingthe selection, the client computing device causing the UAV to transportthe one or more items to the first UAV-accessible sub-area.
 2. Themethod of claim 1, wherein the UAV is adapted to lower the one or moreitems from the UAV by a tether, and wherein the two or moreUAV-accessible sub-areas comprise two or more tether-accessiblesub-areas.
 3. The method of claim 1, wherein determining the two or moreUAV-accessible sub-areas further comprises: determining a weathercondition of a first sub-area of the geographic area; and based on (i)the first sub-area being at least the threshold distance from theproperty line and (ii) the determined weather condition, determiningthat the first sub-area is the first UAV-accessible sub-area.
 4. Themethod of claim 1, wherein determining the two or more UAV-accessiblesub-areas further comprises: determining that a first sub-area of thegeographic area does not include a hazard; and based on (i) the firstsub-area being at least the threshold distance from the property lineand (ii) the first sub-area not including the hazard, determining thatthe first sub-area is the first UAV-accessible sub-area.
 5. The methodof claim 1, wherein determining the two or more UAV-accessible sub-areasfurther comprises: determining a surface feature of a first sub-areawithin the geographic area, wherein the surface feature comprises atleast one of a water surface, a ground surface, or a building surface;and based on (i) the first sub-area being at least the thresholddistance from the property line and (ii) the determined surface feature,determining that the first sub-area is the first UAV-accessiblesub-area.
 6. The method of claim 1, wherein determining the two or moreavailable UAV-accessible sub-areas further comprises: determining that afirst sub-area within the geographic area is at least a thresholddistance from a property line; and based on the first sub-area being atleast the threshold distance from the property line and the firstsub-area having the unobstructed vertical path, determining that thefirst sub-area is the first UAV-accessible sub-area.
 7. The method ofclaim 1, wherein the geographic area associated with the clientcomputing device is based on a location of the client computing device.8. The method of claim 1, wherein the geographic area associated withthe client computing device is based on a location identified by a userthrough a user interface of the client computing device.
 9. The methodof claim 1, wherein the geographic area associated with the clientcomputing device includes a location based on an order history of auser.
 10. The method of claim 1, wherein the geographic area associatedwith the client computing device comprises a predicted future locationof the client computing device based on one or more movement patterns ofthe client computing device.
 11. The method of claim 1, wherein thegeographic area associated with the client computing device comprises areal estate property, and wherein the first UAV-accessible sub-area islocated on at least one of a backyard, a front yard, a driveway, or apatio of the real estate property.
 12. The method of claim 11, whereinreceiving the selection of the first of the two or more UAV-accessiblesub-areas comprises: receiving a selection of one of the backyard, thefront yard, the driveway, or the patio of the real estate property; andreceiving a selection of the first UAV-accessible sub-area located onthe selected one of the backyard, the front yard, the driveway, or thepatio of the real estate property.
 13. The method of claim 1, whereindisplaying the graphic map interface indicating the two or moreUAV-accessible sub-areas comprises: displaying a graphic map interfaceof the geographic area; and displaying on the graphic map interface aboundary of each of the two or more UAV-accessible sub-areas.
 14. Themethod of claim 13, wherein displaying the graphic map interfaceindicating the two or more UAV-accessible sub-areas further comprisesdisplaying on the graphic map interface a label for each of the two ormore UAV-accessible sub-areas.
 15. The method of claim 1, whereincausing the UAV to transport the one or more items to the selectedUAV-accessible sub-area comprises: determining that a weight of the oneor more items exceeds a threshold weight; and responsive to determiningthat the weight of the one or more items exceeds the threshold weight,causing the UAV and at least one other UAV to transport the one or moreitems to the first UAV-accessible sub-area.
 16. The method of claim 1,wherein the graphic map interface includes an overhead view of the twoor more UAV-accessible sub-areas.
 17. The method of claim 1, wherein thegraphic map interface includes an oblique view of the two or moreUAV-accessible sub-areas.
 18. The method of claim 1, wherein determiningthe two or more UAV-accessible sub-areas for the target deliverylocation further comprises: determining that the first UAV-accessiblesub-area is UAV-accessible for the transport request based on acomparison of one or more characteristics of the first UAV-accessiblesub-area and one or more characteristics of the one or more items. 19.The method of claim 1, further comprising: determining that a firstsub-area and a second sub-area of the geographic area each include arespective unobstructed vertical path between a respective groundsurface and a respective sky area above the sub-area; determining thatthe first sub-area and the second sub-area are at least a thresholddistance from the property line; and based at least in part on (i) thedetermination that the first and second sub-areas being at least thethreshold distance from the property line and (ii) the determinationthat the first and second sub-areas having the unobstructed verticalpath between the ground and the sky, identifying the first and secondsub-areas as the first and second UAV-accessible sub-areas associatedwith the target delivery location.
 20. A method comprising: receiving,by a client computing device, a transport request for transport of oneor more items by an unmanned aerial vehicle (UAV) to a user-specifiedtarget delivery location, wherein a geographic area is defined by aproperty line of the target delivery location; responsive to receivingthe transport request, the client computing device: (i) determining thata first sub-area of the geographic area includes an unobstructedvertical path between a first ground surface and a first sky area abovethe first ground surface; (ii) determining that a second sub-area of thegeographic area includes an unobstructed vertical path between a secondground surface and a second sky area above the second ground surface;(iii) determining that both the first sub-area and second sub-area areat least a threshold distance from the property line; and (iv) based atleast in part on (i) the first and second sub-areas being at least thethreshold distance from the property line and (ii) the first and secondsub-areas having the unobstructed vertical path between the ground andthe sky, determining that the first and second sub-areas are a first anda second UAV-accessible sub-area, respectively, which are associatedwith the target delivery location; and (v) displaying, on a graphicdisplay, a graphic map interface indicating the two or moreUAV-accessible sub-areas for the target delivery location, wherein boththe first UAV-accessible sub-area and the second UAV-accessible sub-areaare selectable via the graphic map interface; receiving, via the graphicmap interface of the client computing device, a selection of the firstof the two or more UAV-accessible sub-areas; and responsive to receivingthe selection, the client computing device causing the UAV to transportthe one or more items to the first UAV-accessible sub-area.
 21. A systemcomprising: a graphic display; a non-transitory computer-readablemedium; and program instructions stored on the non-transitorycomputer-readable medium and executable by at least one processor to:receive a transport request for transport of one or more items by anunmanned aerial vehicle (UAV) to a user-specified target deliverylocation, wherein a geographic area is defined by a property line of thetarget delivery location; responsive to receiving the transport request:(i) determine two or more UAV-accessible sub-areas for the targetdelivery location comprising at least a first UAV-accessible sub-areaand a second UAV-accessible sub-area, wherein each UAV-accessiblesub-area: (a) is within the geographic area and at least the thresholddistance from the property line and (b) includes an unobstructed pathbetween a ground surface in the UAV-accessible sub-area and a sky areaabove the ground surface; and (ii) display, on the graphic display, agraphic map interface indicating the one or more UAV-accessiblesub-areas for the target delivery location; receive, via the graphic mapinterface, a selection of one of the one or more UAV-accessiblesub-areas; and responsive to receiving the selection, cause the UAV totransport the one or more items to the selected UAV-accessible sub-area.22. A non-transitory computer readable medium having stored thereoninstructions executable by a computing device to cause the computingdevice to perform functions comprising: receiving a transport requestfor transport of one or more items by an unmanned aerial vehicle (UAV)to a user-specified target delivery location, wherein a geographic areais defined by a property line of the target delivery location;responsive to receiving the transport request: (i) determining two ormore UAV-accessible sub-areas for the target delivery locationcomprising at least a first UAV-accessible sub-area and a secondUAV-accessible sub-area, wherein each UAV-accessible sub-area: (a) iswithin the geographic area and at least the threshold distance from theproperty line and (b) includes an unobstructed path between a groundsurface in the UAV-accessible sub-area and a sky area above the groundsurface; and (ii) displaying, on a graphic display, a graphic mapinterface indicating the one or more UAV-accessible sub-areas for thetarget delivery location; receiving, via the graphic map interface, aselection of one of the one or more UAV-accessible sub-areas; andresponsive to receiving the selection, causing the UAV to transport theone or more items to the selected UAV-accessible sub-area.